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MotorcYcles
Neu, cr$
andm"itBultders

Edited by Chris Hunter and Robert Klanten

With texts by Paul d'Orl6ahs, David Edwards, and Gary Inman

gestolten
Chris Hunter:
Four Wheels Move the Bod
Two Wheels Move the Soul
It's a famous quote-author unknown, but known to every rider. lt recalls the glory days of
motorcycling in the 196Os and 197Os, an intoxicating mix of speed and style and freedom.
something went wrong. Motorcycling lost its
Th"n
t soul. lt became a casualty of technological progress,
lost behind swathes of fluoro-colored plastic, throttled by
electronic controls, and crushed by increasing weight and
complexity.
The stereotypical motorcyclist used to be a rakish young
guy or girl, a thrill-seeker with a mechanical bent. By the end
of the twentieth century it was the retired dentist trailering
his 800-pound chrome-laden cruiser to a motorcycle meet.
But today, the motorcycle is back. Once again it's a lithe
object of desire, a symbol of freedom in an over-regulated
world. Once again, it's become an essential prop for film-
makers and magazine shoots. And young city-dwellers, who
deserted motorcycling in droves in the 199Os, are returning
to the fold.
The impetus is not coming from the giant factories in
Japan, China, or lndia. And it's not coming from the long-
established makers in the in the United States, England, or
ltaly, either. lt's coming from a new wave of custom motor-
cycle builders, who are cherry-picking the best production
bikes from the past four decades and turning them into
personal ized dream machines.
2
These builders are tapping into a zeitgeist that the
mainstream has missed. They're creating machines that'll
inspire those who have never swung a leg over a bike to get
a license and start riding. These motorcycles are not merely
eye-catch i ng-they' re attention- g ra bbi ng.
How did we get to this point? ls it simply the cyclical
nature of consumerism? To understand the story we need
to take a trip back in time.
The bobbers and choppers that appeared after after the
Second World War were all about performance. They were
often built by servicemen whoU wrestled with ponderous
military-issue bikes and wanted a more rewarding ride.
Stripped of excess weight and aesthetic fripperies, these
prototypical customs were lighter, faster, and better looking
than factory bikes. And with lightly stretched forks, they
were better suited to long, straight American highways.
ln Europe, a similar trend devel-
oped in the 196Os. Production
machines were transformed into
low-slung "caf6 racefs," as they
were known in Britaih, designed
for swift rides between transport
cafes or coffee bars.
They were customized with uprated engines, narow
handlebars, single seats, and indented tanks designed to be
gripped by knees. Form was dictated by function, and very
good it looked too.
Then the Japanese superbikes appeared and raised the
performance bar. They were also better constructed and
more reliable than the British and ltalian machines. The
British motorcycle industry rolled over and died, and the
Japanese Big Four owned the 197Os and 198Os. lf you want-
ed outright performance, you bought a spoftbike straight off
the showroom floon lf you wanted a bike to use every day,
 you bought a UIM-a Universal Japanese Motorcycle. lt was
a golden age for motorcycling. Most riders were satisfied
with the production bikes on offe[ so it was the more radical
end of the custom scene that flourished.
This extremity, which excited some at the time, was the
beginning of the end. Custom motorcycles began to lose
-1 their way: overloaded with chrome and aluminum billet, they
became caricatures of what a motorcycle should be.
Meanwhile, the public at large was tuning into reality
television shows such as American Chopper and Biker
Build-Olf. Both launched in 2OO2, they sacrificed good
taste in return for good ratings and pushed North American
builders to create more outlandish bikes than ever before.
As the paint became more lurid, the cool factor be-
stowed on motorcycles by films such as Easy Rider slowly
ebbed away. The nadir was surely the n'bagger" custoffi, with
an impossibly wide fairing, hard cases at the back, and a
i1
f cartoonish chromed front wheel of 26 inches or more.
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To its credit, Harley-Davidson was one of the first to
fr' sense an impending backlash and stafred to promote its
low-key "Dark Custom" bikes.
Some of the United States's more forward-thinking
builders also started to distance themselves from the be-
hemoths of bling. Builders like Fred Krugge6 lesse Rooke,
Roland Sands, and Exile Clcles' Russell Mitchell pared back
their designs and laid the ground for a new direction.
-_b_'
.^I:-$b-":
*.1:-'
Further glimmers of hope came from Triumph and
Moto Guzzi,who attracted legions of new riders with their
traditionally-styled Bonneville and W ranges. And to this
day, secondhand demand remains strong for Ducati's short-
lived SportClassic range, a marriage of retro aesthetics and
sweet handling that finished production in2O1@,.
For many riders, few other modern-day production bikes
have any appeal. The hard-wired connection between man
and machine is faltering, replaced by interventionist elec-
tronics designed to increase safety and performance, and
lower fuel consumption. (And also designed to ensure that
only a licensed dealer could effectively service the bike.)
/, At the sportier end of the market, power outputs have
risen to impractical levels. Production bikes putting out well
over a hundred horsepower are common, but often intimi-
dating to ride. The American iournalist Mark Gardiner re-
cently calculated that some of these sportbikes are almost
as fast aS a MotoGP racer. "lt'S incredible that any ordinary
guy with a middle-class income can go into a local shop and
buy a bone stock production motorcycle that is, for practical
purposes, nearly as fast as the fastest motorcycles on the
planet," ho said.
lncredible, yes. And perfect for the safe, closed envi-
ronment of a track day. But for many riders, even 6OO cc
sportbikes are out of sync with today's riding conditions and
speed limits. These highly-strung projectiles require train-
ing and skills well beyond those of the average riden The
larger-engined sportbikes can exceed 100 mph in first gear.
Former Ducati CEO Federico Minoli summed it up well in
a recent interuiew: "People are tired of performance alone.
They're exasperated by it; they don't want those monsters in

3
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Wheels & Waves festival, 2013, Biarritz, France

the street. But the coolness of motorcycles remains; we are
all passionate about it and we are always talking about what
will be the next big thing." Minoli has put his money where
his mouth is: he's joined forces with the Australian custom
builder Deus Ex Machina to open a store in Milan.
Deus is one of the workshops at the forefront of the
custom revival, filling the gap left by product planners at
the big factories. lt's a multi-faceted business with stores
in Sydney, Los Angeles, dnd Bali-and a carefully nurtured
brand that appeals to riders and non-riders alike.
ln Europe, other builders have rapidly attracted the eye
of an appreciative public. Shops like the Wrenchmonkees
(Denmark) and Cafe Racer Dreams (Spain) are becoming the
darlings of the mainstream media.
Many of these A-list shops are influenced by trends in la-
pan, which has a remarkably fertile industry of customizers.
The lapanese scene is broad, with endless niche genres.
There's something for those who love traditional British iron,
and something for those who crave the wildest extremes
of performance. But one particular genre has had a huge
impact. lt's known in the west as Brat Style, after a Ieading
exponent, and it's a distant relative of the cafe racer scene
popular in Britain 5O years ago.
Brat Style bikes are stylish, practical to ride, and afford-
able. Designed for short trips around the city, they're often
based on Yamaha's ubiquitous sR series, and smaller-
capacity Hondas-o[ at the larger end of the scale, the
evergreen Kawasaki W65O and Honda CB75O. The bikes are
stripped of artifice, fitted with modified bodywork, and often
given a tune-up too. The parallel with the bikes that raced
around London's North Circular in the 196Os is obvious. Ex-
cept Brat Style bikes are usually smaller and more manage-
able, fitted with flatter seats, and treated to higher-quality
finishes. Glossy powder coat and intricate paint jobs are the
order of the day.
As the bikes have changed, we've also seen a return to
the traditional values of motorcycling. More people now
want to modify their bikes themselves, learning the tradi-
tional skills of wrenching, welding, and fabrication-what
some have called "meaningful work," as an alternative to
a desk job. But the bikes being built in garages around the
world are not the motorcycles that you'll see in a reality tele-

4
 vision series. They don't sport giant rear tires or stretched
forks. They're a blast from the past: stripped back, Iighteq
and more fun.
Of course, motorcycles are also about showing off in a
sanitized world. And events catering to the new wave scene
are exploding in popularity. ln Biarritz, France, hundreds of
motorcycles line up on the seafront for the annual Wheels
& Waves festival, drawn from all corners of Europe. The at-
tention is on classics from the 1970s and 1980s, from Moto
Guzzi caf6 racers to modified Honda CB7SOs and Kawasaki
Zeds. ln the United Kingdom, events like the Bike Shed MC
show and Sidebu rn Magazine's Dirt Quake attract hordes of
riders on customs and flat-trackers, another genre enjoy-
ing a resurgence in popularity. And in the United States,
lames Crowe, motorcycle builder
Thor Drake's One Motorcycle Show has become a traveling
circus, moving from Portland, Oregon, to Austin, Texas.
Traditional motorcycle apparel manufacturers are enjoy-
ing a renaissance too. Brands such as Barbour and Belstaff,
already popular with vintage motorcycle fans, have been
adopted by the new wave custom scene. lackets and boots
with a traditional cut and minimal decoration have become
the clothing of choice, rather than clown costumes fes-
tooned with logos. Veteran brands such as Langlitz, Lewis
Leathers, Schott NYC, and Vanson are prized for their au-
thenticity. Newer names have been quick to catch on: manu-
facturers such as ICON and Roland Sands have introduced
gear that cleverly blends hi-tech armor with vintage styling
that wouldn't look out of place in a 196Os transport caf6.
Motorcycling has hit the reset
button tand that's good news. The
focus is back on the holy trinity of
engine, fraffie, and wheels-and
providing a raw and exhilarating
experience for the rider.
This is a book for anyone who relishes that connection
between man and machine. lt's for anyone who prefers
metal to plastic, or values old-school craftsmanship more
than high technology.
It's not an encyclopedia or exhaustive study. That would
take 2,OOO pages. lnstead, it's a snapshot of the custom
motorcycle world today, as it rediscovers the concept of
fun and personality. lt's a glimpse into the wildly disparate
worlds of today's top builders, from craftsmen like Walt
Siegl to punk rock kids like El Solitario to artists like lan
Barry and Shinya Kimura.
Some of these builders are shy and modest, preferring
to let their work do the speaking. Others are outspoken and
have a natural flair for publicity. But all of them are passion-
ate about motorcycles.
We hope you can sense-and indeed revel in-this pas-
sion on the pages that follow.
Chris Hunter
Matakana, New Zealand, luly 2013.
lntroduction
Paul d'Orl6ans:

A Glossar
Custom Motor cle Terms
 Gaf6 Racer
Most English factories since the opening of the Brook-
lands race course and lsle of Man TT (19071ottered road-
going versions of their racing motorcycles, usually called
n'Clubman" models,
"TT Replicos," Brooklands Specials, or
which were more expensive but faster and lighter than their
"touring" machines. Of course, these racerish models were
exactly what young men wanted, and thus were always good
sellers! ln the 195Os, the BSA Gold Star Clubman dominated
the lsle of Man Clubman's TT race, and became a very pop-
ular road machine for riders bent on speed. TriumPh, Velo-
cette, and Norton all offered n'Clubman" or "Super Sport"
models, and private owners who couldn't afford the latest
model tended to modify whatever machine they owned to
get the "look" of a Clubman racer-dropped handlebars or
clip-ons, o racing "humped" seat, rear-set footrests, open
bellmouths on the carbs ... which sometimes resulted in
a quicker machine, and sometimes not! Meant as a put-
down, the term "caf6 racer'n was applied to young riders on
a mixed bag of genuine Clubman machines and tarted-up
roadsters, whose riders tended to congregate in truck stops
along the English motorway system. The racing aesthetic
proved enduring, and the recognizable ingredients of the
caf6 racer are perhaps the most popular Custom motorcy-
cles eve[ even after the big factories finally caught on in the
Iate 198Os, and offered "sport bikes," which included the
complete caf6 racer catalog of goodies, plus performance
to match. The rise of "factory" caf6 racers from ltaly and
Japan merely drove nostalgists and British bike enthusiasts
toward vintage motorcycles in the 198Os, and by the 2@@@s,
older Japanese bikes got "the treatment," too. Now the caf6
racer "look" has evolved to include any motorcycle modified
to an old-fashioned racer-on-the-road look.
Bobber
The American "Bob lob" first appeared in the 1930s,
following in the wheel-tracks of other modified motorcycles
such as the "Cut Down" from the 192Os. The "Cut Down" es-
pecially applied to Harley-Davidson "J" series machines, oh
which the wheelbase was shortened via a smaller rear sub-
frame or even a modified front frame to emulate the "short
couple" (short wheelbase) racing setup of factory-built
board track racers. lndian enthusiasts were more inclined
to install a large-capacity Chief motor into the chassis
of the smaller Scout, and Excelsior owners did much the
Same with their own mix-and-match parts. The "Cut DoWn,"
sometimes called the "California Cut Down," was an early
instance of private owners modifying their road machines
to look like racing motorcycles. The "Bob lob" tended to
be less radical in chassis modification, but the goal was
a lighter, faster machine-the front fender was discarded
entirely, the rear was shortened so the "tail" ended closer to
the saddle (i.e., "bobbed"), and all touring accessories were
discarded. The result looked much like a dirt-track race6 as
seen on every American race track from the 193Os through
to the late 1950s.
7
Chopper
The exact origins of the chopper are shrouded in mys-
tery, but the species grew out of southern Califormia in
the late 195Os, possibly from black motorcycle builders
like Benny Hardy of Watts, who created a signature style
of extended front forks, high handlebars, and a "raked"
steering head, where the angle of the forks' steering stem
is widened to lengthen the wheelbase of the machine and
increase its stability at highway speeds. This 'nfreeway"
riding position evolved as a response to the rapid develop-
ment of a freeway system in the 195Os United States. A
longer machine is naturally more stable, although as the
style developed and became more exaggerated, questions
of safety and suitability for the road became the subiect
of considerable controversy. The chopper was from its
origins a statement of style over substance, an exagger-
ated expression that became synonymous in the 1960s
with anti-normalcy subcultures such as "patch club" bikers
and hippies. The popularity of choppers has wavered over
the decades, but grew enormously in the 2@@@s with televi-
sion "chopper build-offs" and the antics of lesse lames and
the Tuttle family. A movement of "old school" revivalists
appeared around this time, disgusted with the high-dollar
showbikes seen on TV, embracing instead the original,
super-cool style of the 1960s.
 Street Scrambler
For once, industry stylists created an enduring trend,
recognizing the super-cool qualities of Enduro or 6-Day
Trials competition bikes, and building them in detuned
form for the road. The British industry led the trend with the
Triumph Trophy, Norton NomadlPll, and BSA Catalina Gold
Stars, which became very popular in southern California
in the late 1950s as desert racers. lapanese factories got
into the act by the early 196Os, offering both actual enduro
racers, and "street scramblers" based on their own racing
traditions on important dirt courses like Mt. Asama. Street
scramblers have off-road racing cues like high, braced
handlebars, raised fenders for mud clearance, smaller fuel
tanks than their "street" brethren, and an elevated frame
and raised footrests for better ground clearance. Most
street scramblers never see a dirt road, but the style has
been continuously popular since the 196Os.
Street Tracker
Motorcycle racing in the United States has always
included dirt ovals, sometimes the same tracks used in
horse racing for decades. Dirt-track racers evolved by the
196Os into specialized "flat track" machines with unique,
batch-produced frames from a variety of small builders
(Red Line, Trackmaste6 Champion, etc.), into which British,
Japanese, or American engines could be installed. This was
a third Golden Era of American racing (after board track of
the "Teens and Dirt Track" of the 193Os/194Os), popular-
ized by the 1971film On Any Sunday. lt wasn't long before
Trackmaster Triumphs and Harley xR7sos began to appear
on the streets of the United States and beyond, with lights
and minimal road equipment, as a "hot roadster" alternative
to the caf6 racer. Street trackers are road-legal versions of
flat-track racers, with small tanks, wide handlebars, raised
exhausts, fat tires, and no fenders.
I
Board Tracker
The first specialized racing motorcycles (from the 1890s)
had been used as "cycle pacers" on Velodromes in the
United States and Europe in the 189Os. Soon, the pacers
were racing each other without bicycles, and a branch of
motorcycle racing evolved for the banked ovals originally
built for racing bicycles. By the early 19OOs, banked wooden
tracks of 1/4 mile to as large as two miles were built for
motorcycle and automobile racing-the "board tracks," The
specialized racing motorcycles of 19OO through the mid-
192Os were known as board-track racers, or simply "board
trackers." They were essentially heavyweight bicycles with
a very powedul engine and direct drive from the crankshaft
sprocket to the rear wheel; no brakes, no clutch, often no
throttle-just an ignition cutout to stop the machines, which
were eventually capable of well over 11O mph.
Board-track racing was perhaps the most dangerous
motorsport of all, and the life expectancy of a professional
racer was not long, but the thrill of such racing meant the
sport was hugely popula6 and the racers incredibly well-
paid. Their very simple machines had short wheelbases, no
fenders, and steeply dropped handlebars.
 Dragster
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High-powered, straight-line performance is what drag

racing is all about. Drag bikes have high-performance
engines, a stretched -out riding position, and use extend-
ed swingarms and "raked" forks for added stability in a
straight line. They also typically have fat rean tires for added
tractlor, ffiatched to skinfly, large-diameter fnont wheels.
Examples of the "production" drag bike style would be the
Harley V-Rod and Yamaha V-Max. Not to be csnfused with
caf e racers or vintage racers, which are built for handling
through corners, drag bikes emphasize going fast in one
direction only!

a.

g Glossary
 t, ri:
rr
Deus Ex Machina:

The God of Tvuo-

Wheeled Machines
The Australian company shows how it's done. Born out of the sale of a rebellious suffwear
brand, it's now on top of the custom motorcycling world.
 I t is impossible to talk about custom motorcycles in the
I21st century without mentioning Deus Ex Machina. The
Australian outfit now has outposts in Bali, Los Angeles, and
Milan, with a dedicated workshop in each. Deus motor-
cycles are beautiful, like oversized jewels: even people who
don't ride enjoy looking at them. And if you haven't got the
cash to spend on one of the bikes, you can seek solace in a
cup of coffee or buy the T-shirt.
with a cat6? Shelves of books? Art on the walls and racks
of clothes? People even struggled with the name, a Latin
phrase meaning "God from the machine."
The esoteric moniker was a clue to the partners' ambi-
tion for Deus: a new culture built around motorcycles. And it
worked. Deus is a celebration of two wheels, with a shot of
sud and skateboard lifestyle on the side. Slogans abound,
but "Temple of Enthusiasm" sums it up.
lnside the Sydney headquarters, long ranks of motor-
cycles immediately catch the eye.You'll find the Japanese-
style Yamaha SRs, older Triumphs and Nortons, the odd
BMW airhead, and a swarm of fast, Iightweight custom com-
muters. (Often based on the underrated Yamaha Scorpio
225, they're perfect for the city's congested streets and new
riders on restricted licenses.)
The paint is always glossy, the frames are powder-

Deus has become a template

for a successful custom
motorcycle business. But it's
also an illustration of how tough
that business can be.
The company turns over AU$IO million a year now, but
founder Dare Jennings has yet to see a return on his invest-
ment-and for several years, revenue barely covered the
overhead.
Dare was brought up on a farm near Griffith, a sleepy
town with no traffic lights in rural New South Wales. He grew
up on farm bikes and rode an equally agricultural Second
World War-era Harley-Davidson WLA to high school. But the
story really begins when he moved to the coast, took an
arts degree at Sydney University and embraced the classic
Aussie surfing lifestyle. ln 1984, he set up the anti-estab-
lishment surfwear label Mambo; 16 years later he cashed in
his chips and sold it for AU$2e million.
Dare is renowned for his restless nature, so it wasn't long
before he sought a new outlet for his energy. This time it
would be a business built around motorcycles, another one
of his passions. HeU traveled extensively to Japan, and no-
ticed the thriving custom scene-a scene that was virtually
invisible to the West at the time.
The subculture that particularly caught Dare's eye was
built around Yamaha's SR4OO and SRSOO bikes. The air-
cooled singles were popular with customizers at the "cate"
end of the scale, with simple mechanicals and nimble
handling. They were often rebuilt to resemble old British
iron and sometimes even traditional American customs; the
workmanship was invariably top-notch. S9O Cafe
With the germ of an idea forming, Dare started making One of the great things about current custom bike-building is that there are no were sprayed a bright refrigerator white. Likewise the fiberglass solo seat, Su-
plans in early 2Og4 and assembled a team of partners to rules. Say you live in Bali and discover an old Honda S9O; if you want a caf6 rac- zuki headlight shell, and forklegs from a modern disc-braked front end that was
help. One of the first people he called was Rod Hunwick of er, well, you make one out of an old Honda S9O, never mind that the pressed- grafted on. Custom clip-on handlebars, repurposed alloy rear-sets, 18-inch
steel-framed 1960s tiddler may be better suited to commuter duty. aluminum rims, and a sporty chrome muffler completed the caf6 changeover.
Action Motorcycles, a dealership well known in the Austra- That's exactly what the staff at Deus Ex Machina's Bali operation did. While The result may just be the best Honda S90 in Bali-or anywhere else in the
lian motor trade. The second was creative director Carby the tired old engine was out for a rebuild, the frame, swingarm, and gas tank world. (DE)
Tuckwell, who cut his teeth working for a design agency in
Zurich and rides a seriously hot-rodded Yamaha SRSOO. Bike Name: S9O Cafe tII Rebuild Front Suspension/Fork Honda GL 1OO light, Daytona black face speedometer,
A building was selected: a huge warehouse in Camper- Make: Deus Ex Machina, lndonesia Bike Category/Gene: Caf6 racer Rear Suspension/Shocks: Honda C 1OO Posh turn signal and tail light

down, one of Sydney's less salubrious inner-city suburbs. lt Creator: Dustin Humphrey
Support: Mustang (mechanic), Bagio
was a deliberate move: in this age of rising rents and soul- (fabricator)
less malls, space is the new luxury.
Deus Ex Machina opened its doors in October 2@@5. tI] Donor
Manufacturer: Honda
Within months, it seemed like every motorcyclist in Sydney Model: S90
knew about it-and had an opinion on it. A motorcycle shop Year of Build:1976
Year of Rebuild: 2012
Bodywork Hand made front fender;
head light; gas tank; seat and seat base;
tail section; swing arm
Motor: Rebuild S9O engine, convert
from point to cdi system,12 volt
Exhaust: Custom chrome exhaust from
Japan
Brakes: Front Yamaha Mio brake master
with GL 1OO disc and caliper; back is
Suzuki 15O FU disc brake and master
brake
Hand Controls/Handlebars: Clip-on
handlebar polished
Foot Controls: KTC polished alloy
Electrics/lnstruments: Suzuki GT head-
PainVPowder: Pea rl white
Parts: Honda, Yamaha, Suzuki, Posh,
Daytona
Other Modifications: Original gas tank
was split rebuilt adding a lip that follows
the fenders
Approximate Work Hours: 240 hours
Retail price: e 5,OOO/$ 6,500

13
14
 coated, and the mechanicals are impeccable. A lot of that
is down to Deus's secret weapon, their mechanic Taka: he
knows who to call in lapan for the very best components,
from grips to seat units.

Deus branding is everywhere-

from the logos on the bikes to
the prints on the walls and the
graphics on the clothes.
The look is hand-drawn, retro,
and often ironic.
It reflects the personality of Carby Tuckwell, and if it
seems familiar, it's because it's been endlessly copied.
The experience of walking into the Camperdown build-
ing is awe-inspiring for even the crustiest, most hardened
motorcycle fan. Some don't like it: there's no smell of oil or
exhaust fumes, and if there's an impact wrench being used
in the workshop, the sound is drowned out by the bustle
from the caf6.
There's a reason for that. For better or worse, the store is
a lesson in economics-because it's virtually impossible to
make a living from selling custom motorcycles alone. Bike
builds require man-hours, knowledge, premises, and equip-
ment, all of which are expensive. The genius of Deus is that
the motorcycles provide the context and authenticity, and

15 Deus Ex Machina
 -.Jiil.
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The Moto Grigio

This bike's namesake is . r,n]"n" Ferrari paint called Grigio Scuro. A simplified
translation of the term from ltalian into English (dark gray) does the name little
justice. lt's a complex hue that shifts from dark grey to near black in different
lights. Palring this color with the aggressive silhouette of Moto Grigio, the bike
cuts an imposing figure. Hand-built in Michael Woolaway's Workshop at The Em-
porium of Postmodern Activities, the Kawasaki W65O engine was punched out to
8OO cc, features FCR flat slide carburetors and stainless-steel headers that flow
into a SuperTrapp exhaust kitted out with handmade hangers. The custom-made
tank and seat marry ideas of new and old. The tank shape is inspired by classic
TT style road racers while the seat models itself after current Moto2 bikes. The
competition-spec inspiration extends throughout the build with a laundry list of
race-ready parts. The wheels sport Sun rims, Buchanan stainless-steel spokes
and nipples, and knock-off hubs from Durelle Racing. The adjustable offset triple
clamps are also from Durelle Racing and link up with black anodized Ohlins forks
that have been revalved, relengthened, and resprung. A Motion Pro Revolver
throttle, Brembo brake, and ASV clutch lever call the Woodcraft clip-on bars
home. The enormous flat-track rear brake setup incorporates a Grimeca caliper
and Brembo master cylinder, while up front the Beringer six-piston brake meets a
Brembo rotor and lever for huge stopping power A custom chrome-moly swing-
arm links up to Works Performance shocks. Finishing touches include a digital
dashboard from Motogadget and custom seating from C&C Motorcycle Seats.

Bike Name: The Moto Grigio tUI Rebuild
Make: Deus Ex Machina Bike Category/Gene: Caf6 racer
Year of Rebuild:-2012
tU Donor Frame Modifications: Custom chrome-
Manufactu rer: Kawasaki moly swingarm
Model: W65O Bodywork: Custom made tank
Year of Build: 2OO3 Motor: BOO cc, polished engine cases,
FCR flat side carburetors, Motion Pro
revolver throttle
Exhaust: Stainless-steel headers
into SuperTrapp exhaust with custom
hangers
Front Suspension/Fork: Ohlins forks;
adjustable offset triple clamps from
Durelle Racing
Rear Suspension/Shocks: Works Per-
formance shocks
Tires/Wheels: Buchanan stain less-steel
spokes and nipples with Sun rims
Brakes: Front brake is 6-piston Beringer
caliper; Brembo rotor and lever
Hand Controls/Handlebars: ASV clutch
lever; Woodcraft clip-ons
Foot Controls: Custom rear-sets
Electrics/l nstruments: M otogadget
s peed om ete r/tachomete r
Paint/Powder: Grigio scuro (dark gray)
is a vintage Ferrari paint color; changes
colors in different lights, from gray to
black with lots of green
Edition: Unique

16

the apparel and caf6 generate the day-to-day cashflow New
partner Barry Davies, the merchant banker who handled the
Mambo sale, looks after the financial side.
Now that the concept has been proven, the expansion is
underway. The two-acre Bali compound, a partnership with
surf photographer Dustin Humphrey, is thriving. The Venice
Beach store, wholly funded by Deus, includes stars such as
Orlando Bloom, Billy Joel, and Ryan Reynolds in its clientele.
The Milan outpost is a joint operation with former Ducati
CEO Federico Minoli, the man widely credited with revitaliz-
ing the Bologna marque in the late 199Os. And in a supreme
twist of irony, there is even talk of a store in Tokyo.
It looks tike Dare lennings and his crew have found the
elusive sweet spot in the bike-building industry: a way to
turn passion into a fully-functioning business. txl
Ieremy's style is central to Deus's success. "l always try
to be creative," he says. "l want to build bikes that are inter-
esting, that inspire different feelings." His goal is to create
a bike with a high standard of finish that also looks cool and
has a lot of character. "But the most important thing is that
it can be ridden at any time. Day or night, sun or rain." Trailer
queens are not on the agenda.
The secret to getting the right look is building a mockup
of the bike-an approach that requires patience as well as
passion. With a picture of the finished result in his head,
Jeremy strips the machine down to a rolling chassis. Then
he orders in the parts and builds a rough mockup. "That's
when I sometimes start to rethink and change things," he
says. The next stage is to figure out how to hide anything
that doesn't add to the overall effect and wire up the elec-
trics. Unusually, the electrics are something that leremy
enjoys-most other builders dislike this part of the process.
With the bodywork on and everything in place, the bike
is photographed from several angles and used as a blank
canvas to work out colors and graphics. lt'S then taken
apart again, and the final finish applied-whether it's paint,
blasting, ot'powdercoat. The process is time-consuming
and the materials are not cheap, but it comes down to qua!'
ity control.
He counts the Cherry Red Bonneville as his favorite
build-a slammed Hinckley Triumph that epitomizes Deus's
meticulous approach and fanatical attention to detail. lt's
also one of the more heavily modified bikes to come out
of the Sydney shop, with a revised frame and an extended
swingarm. There's some smart engineering on this ma-
chine, much of it hidden: the Kawasaki W65O tank, for
example, hides the fuel pump.

leremy Tagand:
Deus Sydney

Fl"rs's head bike builder wears many hats: engineer, de-

Esigner, and workshop manager. Growing up in Annecy
In southeastern France, in the shadow of the Alps, Jeremy
Thgand was always surrounded by motorcycles. He flung a
leg over a dirt bike for the first time when he was three years
old, and graduated to road machines when he was in his
early teens. And that was when the custom bug bit.
"l started to play around with the bikes, and I'd try to
make them look a little different. To give them some style
and Character," he says. Before lOng, he was Wrenching in
local motorcycle dealerships and earning enough money to
fund his love of surfing and snowboarding. Then one day in
20O6, he found himself standing in Deus's Sydney ware-
house building, 1O,OO0 miles from home. He walked out
with a iob offer and has been a regular fixture in Camper-
Cherry Red Bonneville
down ever Since. His nickname, unsurprisingly, is "French."

17 Deus Ex Machina
The Sacred Cow
Singer Billy Joel is a tough customer. The rock-n-roll Hall of Famer knows mo-
torcycles, is a longtime rider; and even runs his own bike shop in NewYork state.
On tour in Australia, he discovered Deus Ex Machina and commissioned this
Kawasaki W65O bobber all in the same day.
Deus has the bob-job transformation of Kawasaki's retro twin down pat, hav-
ing developed their own bolt-on hardtail frame section. For Joet's bike, though,
the level of authenticity was ratcheted up several levels. A 21-inch front wheel
wearing Avon Speedmaster rubber adds English flair, as does the 1969 Triumph so he specified a 73O cc big-bore kit for the Kawi. Talk about your New York
twin-leading-shoe front brake. A Triumph also gave up its classicalty shaped state of mind... (DE)
gas tank, though here the sides have been dished and it's been left unpainted
save for a coat of clear to ward off rust. A pair of sausage-shaped mufflers
keeps with the U.K. theme, while the sprung solo saddle and Sparta taillight are
strictly United States.
The Piano Man likes a little speed during his Long lsland backroad rides,

Bike Name: The Sacred Cow tII Rebuild solo saddle; Deus hardtail section; dard W65O front end; Hand Controls/Handlebars: Custom
Make: Deus Ex Machina Bike Category/Gene: Bobber battery box. progressive springs bars and custom switches
Creator: Mr Billy Joel and DXM Year of Rebuild:2A1A Motor: 73@cc big bore kit; Rear Suspension/Shocks: N/A Foot Controls: Standard
Frame Modifications: Complete strip of airbox remova! Tires/Wheels: Front: 21" shod with an Electrics/lnstruments: Custom clocks
tUl Donor the chassis; fabrication for seat, tank, Exhaust Custom straight through 2-2 Avon Speed master; rear: standard 18" kint/Powder: Custom paint and pow-
Manufacturer: Kawasaki exhaust, battery box, and hardtail sec- pea shooter stainless exhaust with Firestone rubber der coat throughout
Model: W65O tion engineered by Deus Front Suspension/Fork: 1969 Triumph Brakes: Front: early Triumph twin lead- Approximate Work Hours: 3-4 months
Year of Build: 2AO8 Bodywork Triumphfi20 tank; custom front hub and brake grafted onto stan- ing shoe; rear:standard W65O hub Edition: Unique

18
Deus Ex Machina
The Moulin Rouge
Deus Ex Machina head wrench Jeremy Tagand claims to have gone three
days without sleep to get this pony ready for the Parallel Universe motorcycle
festival. At its heart is a 2OOB Kawasaki W650 tuned to 73O cc and atop
there's a performance camshaft. The Deus hardtail section is complemented
by a girder fork assembly. A great combo of cultures pooled together giving
the Moulin a unique character. The early Triumph tank with straight through
pipes, the custom solo saddle, and the Yamaha twin leading front brake work
well in assisting the Moulin grab the attention it deserves. Heritage meets the
new in this Deus Ex Machina classic.

Bike Name: The Moulin Rouge tIl Rebuild Bodywork: Triumph T12O tank; custom Rea r SuspensionlShocks: N/A bars and custom mini switches
Make: Deus Ex Machina Bike Gategory/Gene: Bobber solo saddle; Deus hardtail section; bat- Tires/Wheels: 21" front-laced in stain- Foot Controls: Standard
Year of Rebuild:2011 tery box; solo saddle less to a Yamaha SR4OO front drum; Electrics/lnstruments: Custom clocks;
fOI Donor Frame Modifications: Complete strip Motor:730 cc big bore kit; airbox standard rear W650 drum; Avon Speed- bates style headlight; Posh indicators
Manufacturer: Kawasaki of the chassis;fabrication for seat, removal master front tire; Firestone rear Paint/Powder: Custom paint and
Model: W65O tank, exhaust, battery box, and hardtail Exhaust Custom 2-2 shorty system Brakes: Front Yamaha SR4OO drum; powder coat throughout
Year of Build: 2OO8 section engineered by Deus; custom Front Suspension/Fork Custom rear W65O drum Approximate Work Hours: 2-3 months
girdraulic girdraulic front end Hand Controls/Handlebars: Custom Edition: Unique

20
 Deus's style is much broader now than the "Brat Style"
machines that dominated in the early years. "People are
looking at the scene with more open eyes," leremy reckons.
"lt's amazing how fast it's growing, and how wide the inter-
est is-from kids to grandfathers." He credits the internet for
this growth, and also for providing inspiration for builders.
"You can see ideas from all over the world ... I think builders
are inspiring each othe4 more than ever before."
Surprisingly, leremy doesn't have a bike of his own at the
moment: he's just sold his high-performance SRS9,@, which
sported a bored-out motor and an unusual twin mono-
shock arrangement. But he knows what he wants to build
next. 'A beautiful caf6 racer based on a Triumph scrambler,
with a one-liter engine."
Keep an eye out for it. txl

Michael Woolaway:
Deus Venice Beach

lke Woolaway is not your typical custom bike builder.

lf you look inside his home garage, you'll find three
hardcore race bikes: an Aprilia S)ff supermoto, a Honda
45O flat-tracker with a rare C&J frame, and a vintage Yama-

>
ha TR35O factory racen Oh, and a KTM 300 XC enduro too.

l ''*tr A

21 Deus Ex Machina
"lf l'm building for a cusfomer
I ask them how they're going to
use the bike. Will they be riding
on the highway, or in town?
Going from caf6 to caf6, or up into
the canyons?The use determines
what kind of power and what kind
of motor we sfart with."
Michael Woolaway
Woolie started building customs in third grade. "We lived
on top of a big hill in Reedland Woods in Tiburon, CA, and
my first proper custom was al2-passenger coaster," he
says. "l built it with my best friend, Perry. lt had three levels
with windows all round, and on the top level there was room
for two kids lying down.
"We took off down the hill. I tried to push for a turnout
and Perry pushed to go straight, and the thing disintegrated
about halfway down. lt looked like an airplane crash, kids all
over the place. Luckily nobody went to the hospital."
After that inauspicious start, Woolie switched to rac-
ing and building motorcycles, with more success. "Back
then, you had to develop and build all your own parts. So my
school days were spent in the metal shop. I even cut classes
to learn different welding and metal techniques, and how
to make things by hand. Racing was my passion. I never set
out to be a custom motorcycle builder-it was iust some-
thing that I had to do if I wanted to race."
Today, Woolie is one of the top builders in the United
States. And that's despite not riding on the street-after
all these years, he's still a racer at heart. lt means that his
bikes are infused with a racer's logic: they're as light and
fast as he can make them.
"lf I'm building for a customer I ask them how they're go-
ing to use the bike. Will they be riding on the highway, or in
town? Going from caf6 to caf6, or up into the canyons? The
use determines what kind of power and what kind of motor
we start with." Then Woolie gets the customer to send him
22
images of things that inspire them. "lt could be other mo-
torcycles, or it could be cars, furniture or even landscapes.
It's so I can get in their head and figure out what they love,
and then I try to come up with a design that suits their
needs and style."
The process is not always smooth: collaboration some-
times leads to compromise. "Some people have tastes that
are unusual, compared to mine. And that's when it gets dif-
ficult. You try to lead them in a direction that's good, but it's
not always possible. Sometimes you end up with something
that really isn't what you wanted to do. lt's tricky."
The workshop is small but functional. "l got the oppor-
tunity to design it. So I put a grinding room by the entrance
with a fan system, so there's a negative vacuum in the room.
 All the metal and debris ends up by the entrance, which
Cherry Cafe Racer keeps the shop really clean." At the other end of the shop,
This custom Yamaha SRSOO is not for introverts. Bucking the trend for mono- tiny fairing are custom clocks, and further back are progressive-rate shocks a large window casts light over a lathe, mill, and welding
chrome customs, it leaves Deus's Australian workshop resplendent in bright from lkon.
An airbox eliminator frees up the engine breathing, and the stock carb has
equipment.
red powder coat and paint, with shiny metal highlights. Even the swingarm is
given the red treatment. been ditched for a smoothef high-performance round slide item. And with a Woolie works with an apprentice and a parts specialist.
The detabbed frame has been modified to take a custom seat, plus clip-on straight-through stainless exhaust, the Cherry Caf6 Racer sounds as loud as "l hate the parts ordering. I hate the waiting for things. lt's
bars, and custom rear-sets for a sportier riding position. Sitting behind the it looks.
not a creative stage of building motorcycles." What Woolie
loves is designing, building, and making parts by hand, es-
Bike Name: Cherry Caf6 Racer tUI Rebulld battery relocation Hand Controls/Handlebars: Custom pecially tanks and seats-and watching it all unfold. "l like
Make: Deus Ex Machina Bike Category/Gene: Cafe racer Exhaust: Custom straight through stain- clip-on bars
less exhaust Foot Controls: Custom rear-set pegs
the geometry stage of the build, figuring out the rider's
Year of Rebuild:2@11
tTI Donor Frame Modifications: Complete tear Front Suspension/Fork lkon progres- Electrics/lnstruments: Custom clocks weight and the steering head angles, and using numbers
Manufacturer: Yamaha down; removal of tabs and lugs sive springs Paint/Powder: Paint and powder coat from the past, from bikes like the Ducati 916."
Bodywork Custom alloy tank, fairing, Rear Suspension/Shocks: Sta nda rd through out
Model: SRSOO
TiresAlllheels: Standa rd Approximate Work Hours: 1-2 months
His favorite build is Sevenish, a Kawasaki W65O com-
Year of Build:1983 seat, fenders
Motor: Standard airbox eliminator; Brakes: Braided line missioned by a helicopter pilot who has worked on Bond

23 Deus Ex Machina
The Grievous Angel
It's not easy to build a knockout Yamaha SR500 anymore. The SR has prob-
ably received more attention from Japan's ace custom builders than any other
platform.
But Deus stepped up to the challenge, and promptly hit the ball out of the
park. The slightly conservative looks of the stock SR have gone, replaced by
the sleekest alloy bodywork imaginable. The engine gets a useful power boost, Top Gear's James May liked the Grievous Angel so much, he bought one. Then
thanks to a K&N pod filter kit and a short pipe from Over Racing. The tweaked Sydney's Powerhouse Museum took a shine to it too, putting one on display.
frame has been treated to a deep coating of glossy black powder, and likewise
the mag wheels. lt's all topped off with a ducktail seat, a streamlined tracker-
style tank, and bead-blasted engine cases.

Bike Name: The Grievous Angel tUI Rebuild heads seat Rear Suspension/Shocks: lkon custom Foot Controls: Standard
Make: Deus Ex Machina Bike Category/Gene: Caf6 racer Motor: Big bore 542 cc engine with units Electrics/lnstruments: Custom clocks;
Year of Rebuild:20€16 high lift camshaft; ported polished big Tires/Wheels: Standard wheels powder- Posh indicators
tTl Donor Frame Modifications: Complete strip of valve head coated in black; Firestone tires Paint/Powder: Custom paint and pow-
Manufacturer: Yamaha the chassis;fabrication for seat, tank, Exhaust: Custom straight through stain- Brakes: Standard der coat throughout
Mode!: SR50O exhaust; removal of tabs and lugs from less exhaust Hand Controls/Handlebars: Custom Approximate Work Hours: 1-2 months
Year of Build: 1978 the chassis Front Suspension/Fork: Progressive clip-on bars Edition: One of quite a few
Bodywork Alloy tank; alloy fairing; Nitro springs

24
movies. "lt's really a flat-track race bike, subtly converted
to a street bike. lt works just as it should. You can hold it to
the redline and dump the clutch on the pavement, and it
"l hate the parts ordering.
I hate the waiting for thingls,
,f's not a creative sfage of
bu i ld i ng motorcycles, "
Michael Woolaway
just spins the rear wheel and accelerates. You can slide it
into turns and wheelie it out. !t's one of the most fun bikes
I've ever ridden. lt doesn't let you down. You get on it and
you just smile."
Woolie's style is defined by function, not form, so he
doesn't get his inspiration from trends or fashion. "My dad
inspires me. He raised six kids, worked hard, and always
gave us everything we needed. He's my inspiration to get
through the week, every week." He also looks up to racers
like Nicky Hayden and Valentino Rossi: "Not because of
what they've achieved, but because of their approach to it-
their never-ending fight." Building motorcycles is difficult.
"You run into dead ends and you have to fight your way out.
You have to figure out how to make something work."
People like the way Woolie thinks, but the flip side is the
constant demand on his time. "Sometimes my least favorite
25
part is dealing with so many different people. I'm the sales-
man, the fabricatoq the designer, and the liaison. lt's a lot to
handle. And when the waiting list gets really long-like it is
right now-and people realize that their bike can't be built
until way into the future, it can get uncomfortable."
If you've guessed that Woolie doesn't get much time to
relax, you're right. He'll be retiring in ten years, and he wants
to make the most of those years. "When I have spare time,
I'm either riding around a racetrack or spending time with
my wife. I don't really go to custom bike shows, but I see
more and more people using their own hands and making
things. People are interested in having something that's
personalized, instead of a manufactured machine that they
just buy and ride."
There's a word of warning, though. "l think the younger
generation tends to gravitate toward taking somebody
else's content and then sharing it in their own system.
Rather than creating their own parts, or designing things.
I hope more people start using their hands.
"Thke that metal shop class. Go make something." (GHl
Deus Ex Machina
 r1 -{
+
I .I
rl

Ad Hoc Cafe Racers
Moto Morini 350 Ad Hoc #1
The enduring appeal of caf6 racers is illustrated by David Gonzales, 37 years
old, whose parents had not even met when England's rockers first made cafe
racing cool back in the Swingin' Sixties. After seeing his first neo-caf6 bikes
in 2010, Gonzales fell fully under their spell, so much so that he recently
opened his own small shop, Ad Hoc Cafe Racers, in the hills above Barce-
lona, Spain.
His debut build is a little out of the ordinary, based on a 1986 Moto Morini 350
K2, an interesting little ltalian V-twin not exactly known for its prodigious output
of horsepower. Nor was this used-and-abused version in very good shape when
he acquired it. "Just horrible looking," Gonzales recalls.
Its sorry condition gave David the freedom to rebuild it any way he wanted, so
he kept the engine, frame, and forks, tossing just about everything else. While
the motor was being rehabbed, the naked frame was de-tabbed and its rear
section abbreviated, then the whole thing was packed off to the chrome-plat-
er's and dipped in shiny stuff. Chroming a frame is an old 1978s chopper trick,
rarely seen on more sporting hardware, But it works here, playing off the bike's
rich gray-and-cream paint scheme.
Europlast, an ltalian company specializing in classic roadracing bodywork,
provided the fiberglass gas tank and seat that the paint adheres to, while an
old Puch dirtbike was relieved of its alloy fenders, nicely polished up after being
trimmed to f it. lf the twin f ront disc brakes look a little "out of era," that's because
the rotors and hub are from a Honda Transalp rally-style bike. Gonzales wanted
spoked Akront rims and modern stopping power for his Morini, and the Honda
hub was key to accomplishing that. A pair of ltalian Grimeca calipers puts the
bite on the Transalp discs. Total construction time was about three months. ln
the years since, the shop has gone on to build an award-winning Honda 75O
cafe and a nice Ducati 35O, but Ad Hoc #1, the formerly down-on-its-luck Moto
Morini that started the company, will always be special for Gonzales. (DE)

Bike Name: Moto Morini 35O Ad Hoc
Make: Ad Hoc Cafe Racers
Creator: David
IiUl Donar
Manufacturer: Moto Morini
Model:350 cc K-2
#1 Year of Build: 1986 Ad Hoc Brakes: Grimeca Approximate Work Hours:3 months
Motor: General overhaul of engine Hand Controls/Handlebars: Ad Hoc Edition; Unique
tUl Rebuild Exhaust: Megaphones Foot Controls: Originals modified Retail price: e7,AOA
Bike Category/Gene: Cafe racer Front Suspension/Fork: Original Mar- Electrics/lnstruments: Simplified by
Year of Rebuild:2812 zocchi overhauled Ad Hoc
Frame Modifications: Cut subframe Rear Suspension/Shocks: Marzocchi Paint/Powder: Chromed frame; Paint by
Bodywork Tank by Europlast; seat by Tires/Wheels: Akront rims Pintotodo

26
La Corona Motorcycles:

Urban Tours
La Corona Motorcycles builds street tracker motos
for elbowing through European traffic in style.

La Corona OO2, detail

28
 1f new kind of motorcycle has emerged in the work-
lflsnops of urban Europe to deal with an old riding issue:
even with gasoline prices topping $tO a gallon, the streets
of every big city are jammed with cars and the ubiquitous
scooters that move around and between them. What is a
motorcyclist bent on riding something out of the ordinary to
do? Choppers are impossible in the cut-and-thrust of urban
road warfare, and caf6 racers don't have enough leverage
with their clip-on bars for the constant emergency-level
manhandling required to slip-with inches to spare-be-
tween tiny cars and enormous buses. The n'Urban Warrior"
custom owes its heritage to the upright, wide-bar stance of
American dirt-track racers, built with steering leverage and
a heads-up attitude to handle a constantly shifting dirt sur-
face. Substitute the "to the millisecond" decision-making
while flat-out on a dirt oval, with the same requirements in
the unpredictable and chaotic dance of commuter traffic,
and the street tracker is a perfect urban solution. l-a Corona
Motorcycles works from its shop in Barcelona, Spain,
building just such urban machines, which are increasingly
popular from Sweden to Sicily.
La Corona is consistent in its builds, adding a clean pro-
fessionalism to the Street Tracker genre, which began as a
stripped-down "rat" style of urban warrior bikes. High stan-
dards of finish, combined with an appropriate level of detail,
still make for an affordable sale price, and a very appealing
package. The typical response to a La Corona machine is "l
want that!," which is a high compliment in a market increas-
ingly crowded with new Gustom builders. Still, with La Co-
rona, young European professionals can handlebar through
traffic in style, and arrive at work "de moda" on the coolest
motos in town. (PdOl

La Corona OO1
The first La Corona motorcycle is based on a 1976 Yamaha XS65O, which was
stripped to the nuts to begin the process of transformation to a lighter and more
agile tracker. The rear subframe was narrowed and new tabs/tubes welded to
accept a narrowed tank, the electric starter was ditched, wide dirt-track bars
added, along with a tiny, tucked-away headlamp and a simple flat seat. The
air- and battery-box zone under the seat was gutted, while pod air filters and a
free-flowing, 2-1 exhaust were built up, ending in a classic reverse-cone mega-
phone, all of which helped make the machine lighter with better breathing. The
electric starter was ditched, and an electronic ignition was added for easier
kickstarting, while the fat Firestone tires have the proportions of flat-track rub-
ber, just the right touch for playing Jay Springsteen on the roads of Spain,
With blacked-out wheel hubs, brakes, and rims, the lovely white-and-copper
fuel tank really shines, making this a very pretty street tracker, for all its tough
minimality. (PdO)

Bike Name: La Corona OOl ttrl Rebuild Deluxe

Make: La Cororona Motorcycles Bi ke Category/Gene: Street tracker Brakes: Brembo
Creator: Diego Franco Year of Rebuild:2Q1Q Hand Controls/Handlebars: Custom
Motor: Original Foot Controls: Custom
ITI Donor Exhaust:2-1 Electrics/lnstruments: Custom
Manufacturer: Yamaha Front Suspension/Fork: Original PainVPowder: Powder and custom
Model: XS650 Rear Suspension/Shocks: Higher shock tank paint
Year of Build: 1976 absorbers Edition: Unique
Tires/Wheels: Firestone Champion

29
La Corona OO2
Reaching into the "uncool" territory of neglected models, l-a Corona applied
their considerable skills of transformation on a 1978 Kawasakt }<Z4OO twin,
a small-capacity, lightweight machine that can be purchased cheaply in any
urban area, typically found in a sadly neglected state. Nobody cared about
lhe "K2," until it had the Cinderella treatment; using mostly stock parts (en-
gine, frame, suspension, tank, handlebar controls), this formerly mundane
roadster was converted into a formidable street tracker. By deleting a few
excess styling cues, like the side panels, thick seat, and heavy headlamp/in-
strument treatment, and adding a set of abbreviated replacements such as
short fenders, a plank seat, "shorty" mufflers, and a tucked-away headlamp,
the bike became lighter, with better performance. The paint makes for an un-
usual touch, combining earth brown tones with metallic grays, €t late-night
color combination of subtle distinction, turning the ordinary commuter bike into
'Agent OO2." (PdO)

Bike Name: La Corona 002
Make: La Corona Motorcycles
Creator: Santi Garcia and La Corona
Motorcycles
tTI Donor
Manufacturer: Kawasaki
Model: KZ4OO Exhaust Modified Hand Controls/Handlebars: Original
Year of Build: 1978 Front Suspension/Fork: Original Foot Controls: Custom
Rear Suspension/Shocks: H igher Electrics/lnstruments: Custom
tgl Rebuild suspension FainUPowder: Frame powder-coated
Bike Category/Gene: Street tracker Tires/Wheels: Firestone Champion and custom paint job
Year of Rebuild:2811 Deluxe Edition: Unique
Motor: Original Brakes: Original

30
La Corona OO3
While the typical street tracker has a single-cylinder, or at most a twin-cylinder,
engine, La Corona stretched the genre by basing their "OA3" on a US-import
1979 Kawasaki KZ65O four-cylinder roadster. Converting the KZ65O to a "dirty"
look required motocross handlebars, Beston grips, and aftermarket ISR levers
with integrated switchgear. The matte black headlamp has an enduro-style
stone guard, and the speedometer is a tiny 6O mm unit tucked against the top
triple clamp. The tiny "can" taillight sits on the back of a short rear fender, and
abbreviated turn signals make the bike fully road-legal. The flanged alloy rims
are clad with military-spec Firestone tires, while the twin front disc brakes are
the standard items, using braided steel lines. The seat is a La Corona item, as
are the 4-into-1 exhaust system, short front fender, battery housing, and tail-
light. The result of their efforts creates an interesting quandary; four-cylinder
bikes weren't raced in flat-track events, as their engines are a bit bulky and
heavy compared to lighter twins, but the La Corona OO3 makes the case that
more cylinders are not necessarily a bad thing on a street tracker. (PdOl

Bike Name: La Corona OO3 Year of Build:1979 Exhaust: Custom 4-1 exhaust and Foot Controls: Custom
Make: La Corona Motorcycles muffler Electrics/l nstruments: Custom
Creator: Jonas Hendrix tTl Rebuild Front Suspension/Fork Original hint/Powder: Powder-coated and
Bike Category/Gene: Street tracker Tires/Wheels: Firestone ANS Military custom paint job
tTI Donor Year of Rebuild:.2O11 Brakes: Original Edition: Unique
Manufacturer: Kawasaki Frame Modifications: Frame shortened Hand Controls/Handlebars: S R
I

Model: KZ65A Motor: Original controls

31 La Corona Motorcycles
Hawgholic Motorcycles
1945FL Stoned Yellow
lf you didn't know otherwise, you might rightly think Hawgholic Motorcycles'
mailing address is somewhere squarely in the American Midwest. The shop
specializes in Knucklehead, Panhead, and Shovelhead Harley-Davidsons, any-
thing built before the mid-l980s. Most are authentically "barn-f resh" with some
mild period modif ications; others are f ull-on customs that look they were ridden
right off the pages of an old Easyriders magazine. ln fact, the shop is not locat-
ed in the American heartland but rather on the crowded streets of Tokyo, Japan.
Stoned Yellow, a 1945 Knuckle chopper, is typical of the bikes on hand. Rigid
frame, springer fork, apehanger handlebars, lots of chrome, Frisco-style gas
tank, pearl-yellow paint, all straight out of the heyday of early 197Os choppers.
Unlike later customs, which grew longer and longer forklegs, the frame geom-
etry here looks almost rational. The same cannot be said of the exhaust pipes,
though! lf two are good, then why not four? Likewise, the sky-high sissybar has
doubled-up tubing. Who would have guessed a trip to the Orient would yield
something so typically American? (DE)

Bike Name:1945FL Stoned Yellow t$l Rebulld Brakes: Drum

Make: Hawgholic Motorcycles Bike Category/Gene: Chopper Hand Controls/Handlebars: Apehanger
Creator: Gaku Yokomizo Year of Rebuild: 2O11 Foot Controls: One-off
Frame Modifications: Neck molding Electrics/lnstru ments: 1 2v
tTlDanor Motor: Knucklehead Paint/Powder: Yellow pearl track line
Manufactu rer: H a rley-Davidson Exhaust: One-off up sweep 4 paint
Model: FL Front Suspension/Fork: VL springer Other Modifications: Sissybar
Year of Build:1945 Tires/Wheels: 21" and 16" Approximate Work Hours: 3 months

32
Speed Shop Design
The Beezerker
Namesake of shield-biting Norse warriors, this BSA A65-hased machine is
among the most original caf6 racers ever built. Free of standard visual refer-
ences, the hand of builder Chris Flechtner seems inspired by 1930s-era sci-fi
film models, and the result is so far outside "the box" it is typically met with curi-
osity, before the technical brilliance of his design sinks in. The hand-fabricated
al, but it works well in practice. The sguared-up chassis makes the BSA "egg"
motor look sexily curved, and is a nice balance to all that futuristic extremity.
'
frame, forks, bodywork, and controls are blade-slim and almost Art Deco in pro- Speed Shop Design, we await your next creation! (FdOl
file. The box-section sheet-metal girder forks are completely harmonious with
the square-tube frame, and the hard-edged tank and seat are seemingly cut
from solid to accommodate a rider, who sits on a tuck-and-roll seat-one of the
few clues to Custom heritage. The handlebars, controls, and even cast hand-
grips are stainless-steel; the clutch is engaged by twisting the left grip; unusu-

Blke Hams Beezerker I$I Rebuild Exhauet Custom stainless-steel hand grips by Speed body; sprayed lmron single-stage paint-
Make: Speed Shop Design Blke Category/Gene: Vintage racer Front Suspenslon/Fork: One-of-a-kind Shop Design; bars and grips are de- on fork and frame; powder-coated rims
Crcaton Christopher Flechtner Year of Rabulld: Completed 2O1O design signed to be externaltwist hand clutch and hubs
Suppork My dogs Rlta and Sophie Frame Modlflcations: Custom Tircs/Wheels: Firestone Chevron and throttle with symmetrica! cabling Farts: Leather seat hand-crafted by
BodTwork Custom hand-formed 3OO3 Clincheq 385 x 2O" Foot Contmls: Custom hand-forged and Afiila Earcha @ Stough lt
t$l Donor aluminum sheet Bralres: Custom formed stainless-steel toe levers with Other ltilodlficatione: Motorcycle is
Manufaeturer: BSA Motor: Stock; 65O cc engine completely Rear brake Mechanical disc bralte drive one-otf machined aluminum foot rests completely street- ega
I I

Modeh 465 Lightning restored and rebuilt;clutch lever and sprocket; design by $peed Shop Design Electrlcs/l nstruments El ectro n ic igni - Approximate lllhrk Houts \2AA hours
Year sf Bulld:1965 motor cover modified for operation by Hand Gontrols/Handlebars: H and- tiou custom lithium-ion battery Editlon: Unique
twist hand clutch formed stainless-steel with cast 316 FainUFouden .Hand-polished aluminu m

34
 t
. *o3

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Walt Siegl:

The Restless
Craftsman
Walt Siegl has finally settled down. Ensconced inside an old mill building in a tiny New
Hampshire town, he creates some of the world's most elegant custom motorcycles.

{-.-,,' - -.*'.

38
 a gentleman and a crafts-
lf,I"lt Siegl is renowned as
f f man. He's also one of the few builders to have
earned a profile in the WallStreet lournal-a measure of
how far his reputation has spread. He's come a long way
from the small Austrian town where he grew uP, and his life
has taken many unconventional twists and turns-but he's
used those experiences to shape the exquisite motorcycles
he builds today.
Walt's story is one of constant change. He's moved
around a lot, a trait that runs in his family. "One of my grand-
fathers was an orphan, raised by a blacksmith in Montpelier
in FranGe," he says. "Then he moved to Germany, where he
Was drafted and sent to fight on the Russian Front." Recov-
ering from injury Walt's grandfather became a successfu!
businessman in Austria. He lost his life riding his beloved
NSU motorcycle when Walt was iust six years old.
Around this time, Walt became absorbed in the fields of
art and design. "l marveled at the frescos in our local clois-
ter," he recalls. He traces this influence to his other grand-
fatheq an artist denounced as a socialist during the war. He
was sent to Dachau, but survived.
Walt inherited the artistic tradition. When he left home at
14, he went to art school. "My father said that when us boys
were big enough to leave, we needed to get out-which I
couldn't understand at the time." Walt developed an eye for
a good line, and a sense of what is aesthetically "right."
Like many youngsters on mainland Europe, h€ started
riding mopeds in his early teens. His first "real" motorcycle
was a Yamaha XSSO,O; it was given to him when he was 17 as
a present from an older girlfriend who made good money as
a model.
Walt soon had to earn his own money though, and head-
ed for the busy port of Marseille in France, where he found
work as a shunter in a train yard. The Yamaha XSSOO was
replaced by a Honda CB55O, which he perpetually modified
and eventually converted to an Egli chassis. Then followed
"l've been building bikes in every
minute of my spare time ever since,
but only turned it into a profession
in 2006."
Walt Siegl
numerous Suzukis, and a Ducati Pantah that Walt describes the international community in Moscow was small and well
as "temperamental." networked, and Walt found himself talking to the Austrian
ln France, Walt spent his weekends racing up the moun- Foreign Service. He took courses at the diplomatic acad-
tains outside Marseille in time trials, and his ability on a emy in Vienna, and was soon back in the USSR to work for
motorcycle landed him a contract with a small endurance the Austrian consulate.
racing team. "There was no chance to score any points When Gorbachev rose to power, it was time to leave the
against the big teaffiS, but it was a lot of fun." Then a maior Soviet Union. ln 1985 Walt defected to New York City and
accident and a spell in hospital cut his racing career short. landed a job with Austria's Ministry of Foreign Affairs. For
He took an apprenticeship with a German machining over two decades he was a cultural representative, the face
company, and learned the intricacies of tool-making. More of Austrian art and design in the New York diplomatic com-
travel ensued, to ltaly and the Soviet Union. ln those days, munity.
39
Sordillo Salt Flat
Arthur Sordillo's interpretation of a Harley-Davidson hot rod. The artist had
handed Walt Siegl a cardboard model of the tank, with the words: "Build me a
bike that goes with this." He had picked up a set of 195O Panhead cases with
papers for cheap and together they planned to build a bike around a small mo-
tor and run it in the 2OA cc class at the salt flats. The original cases turned out
to be cracked everywhere, so they opted for a small engine build by the guru
Andrew Rosa. With Sordillo sticking to his idea that everything about the bike
had to answer the shape of the cardboard tank model, the entire project turned
out to be very challenging and expensive, and at some point, the plans to go to
the flats were given up. What remained is an astoundingly different motorcycle.

Bike Name: Sordillo Salt Flat fTI Rebuild Siegl ris Magneto ignition
Make: Walt Siegl Motorcycles Bike Category/Gene: Chopper Rear Suspension/Shocks: Rigid frame Paint/Powder: Custom
Creator: Walt Siegl Year of Rebuild:2OO7 Tires/Wheels: Akront rims; Firestone Parts: V-twin, STD, Sputhe, S&S, Akront,
Support: Arthur Sordillo Frame Modifications: None tires AP Racing
Bodywork: Walt Siegl Brakes: AP Racing rear caliper Approximate Work Hours: 6 months
tTl Donor Motor: Andrew Rosa-built 45 degree Hand Controls/Handlebars: S&S, Walt Edition: Unique
Manufacturer: V-twin, STD, S&S Twin Siegl
Model: Panhead Exhaust: Custom Foot Controls: Custom
Year of Build: 2OOg Front Suspension/Fork V-twin, Walt Electrics/lnstruments: Walt Siegl, Mor-

40
 He also wanted to embrace everything American-espe-
cially American motorcycles. "l bought a $ 6OO Harley-Da-
vidson Sportster in pieces, Stored in milk crates," hB recalls.
"Art sf Arthur Sordi[lo's interpreta-
tion of a Harley-Davidson hot rod.
He handed me a cardboard model
of the tank and said "'build me a
bike that goes with this."'
Walt Siegl
he puts it. "l can marvel over a watchband, or the colors
of the leaves in the morning sun when I drive my boy to
school." He's still inexorably drawn to art, but "mainly for its
melancholy. Design, on the other hand, is much easier for
me to bounce around."
He discovered design early on, attracted to the boxy little
Renaults and Simcas that broke new ground in the European
car market. "They led me to question motorcycle design: it
seemed stuck, with very little room to grow. But car design-
ers hired by motorcycle companies to create new models
mostly failed, aS we all know. I think motorcycles only caught
up when they started using high-tech components, when
almost all elements became performance-driven."

qf
.=.

o'$

"That was my first scratch-built bike. I've been building

bikes in every minute of my spare time ever since, but only
turned it into a profession in 2OO6."
Today, Walt practices his craft in Harrisville, a small town
in New England. His workshop is in a beautiful old textile
mill, dating back to the 183Os and quietly steeped in history.
lnside the mill are the tools of a machinist's trade: lathes,
presses, and milling machines-the same equipment that
Walt learned to use many years ago at the machining com-
pany. lt allows him to be self-sufficient: virtually all of the
work that goes into a Walt Siegl motorcycle is performed in
this old mill, with the help of assistant Erik Cooper.
The quietude of the mill also allows Walt to seek inspira-
Paul Smart, a legend in Ducati circles, and one of the most famous racers of all time on
tion and contemplate "the beauty of everyday obiects," as Walt Siegl's new Ducati

41 Walt Siegl
Leggero Nn 4
Walt Siegl built this machine for himself, based on his successful Leggero se-
ries of road-going bikes. The idea had come during dinner with friend Bruce
Meyers, who ran the legendary Ducati shop, BCM Racing, until five years ago,
Meyers agreed to rebuild a 1992 9OOSS engine for Siegl, and to upgrade it
without using hyper-exotic parts. The motor is now running lightweight pistons
and better cams, and Meyers also reworked the head. The flywheel has been
shaved to half the weight of the stock unit. The base Leggero is light and strong,
with a 4130 chrome-moly steel tube frame, so Siegl has left that alone, but in-
stalled an Ohlins monoshock arrangement, and a Conti-style custom exhaust
system kicks up higher at the back. The bodywork is vacuum-molded urethane,
which is nearly as light as the carbon fiber normally used on a Leggero. And the
paint, much brighter than most Walt Siegl bikes, is entirely appropriate for the
purpose. Siegl has always been very attracted to the youthfulness of small race
bikes, and since the Leggero has the feel of a gazelle, he decided on paint that
reflects that notion.

Bike Name: Leggero Nr. 4 Year of Build: 1992 Motor: Bruce Meyers high-performance Hand Controls/Hand lebars: Brem bo Approximate Work Hours: 7 weeks
Make: Walt Siegl Motorcycles unit Gold Edition: Nr. 4 of 12
Creator: Walt Siegl t[l Rebutld Exhaust: Walt Siegl Foot Controls: Tarozzi, Walt Siegl
Support: Erik Cooper Bike Category/Gene: Racer Front Suspension/Fork: Fully adjustable Electrics/lnstruments: Alex Vogel,
Year of Rebuild: 2O13 Showa Motogadget
tTl Donor Frame Modifications: 3140 Chrome- Rear Suspension/Shocks: Showa Paint/Powder: Dave Goddard
Manufacturer: Ducati moly tubings Tires/Wheels: M ichelin Pilot Parts: Spiegler Performance, Ducati
Model: 90OSS Bodywork: Walt Siegl Brakes: Brembo Gold

42
Riviera Ducati SS
Nicknamed the "Riviera Ducati," this compact and muscular custom Ducati
900SS has taken Walt Siegl four months of working days and nights in his work-
shop. Power comes from a torquey 900SS air-cooled V-twin, upgraded from
9O4 to 944 cc with a big bore kit, and given a further boost with a carburetor
upgrade to 39 mm flat slides. An old-school craftsman of many abilities, Siegl
has also built the frame-using .065 chrome-moly steel-and the carbonlkevlar
fuel tank, which is influenced by early NCR Ducati bikes. Other unique parts
include the stainless-steel exhaust system and the rear-sets, which are fash-
ioned from 7075 aluminum alloy. Up front are Triumph forks, chosen for their
increased offset compared to Ducati/Showa items. They're revalved and fitted
with new springs to counteract the lighter weight of the bike. The swingarm
is an aluminum Ducati item adapted to suit an Ohlins twin-shock setup, and
the wheels are Brembo-made Marchesinis from a Ducati 999. The rear hub
and cush drive have been modified to align the final drive. The instrument is a
simple but classy combined speedometer and tachometer from Motogadget.

Bike Name: Riviera Ducati SS Year of Build: 1993 Motor: Big bore 944 engine Brakes: Front: Triumph; rear: Brembo Paint/Powder: Vintage Mercedes Benz
Make: Walt Siegl Motorcycles Exhaust: Custom Gold blue
Creator: Walt Siegl t$l Rebulld Front Suspension/Fork: Custom ized Hand Controls/Handlebars: Brembo, Parts: Ducati Performance, Walt Siegl
Support: Brady Banks Bike Category/Gene: Caf6 racer Triumph 955 Walt Siegl Other Modifications: Many modifica-
Year of Rebuild:2O11 Rear Suspension/Shocks: Ohlins Foot Controls: Customized, aircraft tions!
IUI Donor Frame Modifications: Chrome-moly shocks spec 7A74 aluminum Approximate Work Hours: 4 months
Manufacturer: Ducati tubings Tires/Wheels: Dunlop Q2s, magnesium Electrics/lnstruments: M otogad g et, Edition: Unique
Model:90OSS Bodywork: Custom Marchesinis Alex Vogel

43 Walt Siegl
 when building motorcycles, walt allows form to follow
function, and eschews frippery. But there's more to it than
naked functionality: a Walt Siegl creation has balance,
stance, and presence. ln component terms, it's not only the
best of everything, but also every thing in the right place.
His favorite aspect of building is creating many of those
components himself; he strives to create a "harmonious"
machine.
For someone whose work personifies the brutal romance
of motorcycles, Walt's approach is surprisingly unsentimen-
tal. "Before I start a build, the bike is 'done' in my head,"
he says. "l carry the thoughts with me when I go to bed at
night, and the project consumes me almost entirely. Once
the build begins, I usually just make minor adjustments-it
becomes almost like an assembly process. By the time l'm
finishing the build, I already have my head wrapped around
the next bike."
Walt does not have a favorite amongt his own creations:
it's invariably the bike he's currently working on. He has
his favorites amongt other builders, though. He likes the
Japanese workshop Ritmo Sereno, famous for its reinter-
pretations of classic motorcycle design. He admires Shinya
Kimura for turning craft into att. And he tips his hat to the
Spanish collective El Solitario for breaking all the estab-
lished rules of motorcycle building, but ending up with
perfectly functional bikes.
He's optimistic about the current state of the custom
scene. "lt's vibrant-a return to bikes that can be chased
down the road." He also knows that the market for high-end,
WS Sport Classic
The owner of this bike already had a couple of late-model Ducatis when he modate a late-model cush drive. The engine is from a 1994 9O0SS, upgraded
commissioned it at Walt Siegl's workshop. For this one, he desired particularly from 9O4to9M cc with a big bore kit. Performance gets a further boost from
classic curves and low maintenance. Although this bike looks like a resto-mod 39 mm flat slide Mikuni carbs, with custom manifolds and gorgeous polished
to the untutored eye, it's effectively a ground-up custom. Old-school crafts- Gianelli mufflers. The engine covers, painted cases, and cylinders are polished
manship oozes from every weld. The custom trellis frame is built from 0.65 to match. The custom tank and tail are painted by Nate Weine( the custom seat
chrome-moly-TlG welded and heat stress relieved-with a 24-degree rake. The is covered by Kevin Rothe. European Cycle Services supplied a wiring harness,
design is based on the iconic bevel frames. At the front, fully adjustable Showa allowing to position the electronics under the tail. Up front are a Motogadget
forks lead to Ducati trees, custom risers, and custom bars. At the back, Siegl tachometer and a Monster headlight on a custom bracket; at the back shines a
has selected a stock 9AASS swingarm and shock body, but fitted an Ohlins genuine 1970s CEV taillight.
spring for betterdamping. He's also modified the rearwheel spacing to accom-
Bike Name: WS Sport Classic t$l Rebuild Front Suspension/Fork revalved Showa Electrics/lnstru ments: Motogad get
Make: Walt Siegl Motorcycles Bike Category/Gene: Caf6 racer Rear SuspensionlShocks: Showa mono Paint/Powder: Vintage Mercedes Benz
Creator: Walt Siegl Year of Rebuild: 2AB shock
blue
Frame Modifications: 4130 chrome- Tires/Wheels: Pirellis on Excel spoked Parts: Ducati, Walt Siegl, Showa,
tU Donor moly tubing rims Brembo
Manufacturer: Ducati Bodywork: Custom Brakes: Brembo Gold Other Modifications: Extensive modi-
Model: 9OOSS Motor: lnternally lightened 90O cc Hand Controls/Handlebars: Brembo
fications
Year of Build: 1994 engine controls on motocross bars Approximate Work Hours: 4 months
Exhaust: Custom Foot Controls: Custom Edition: Unique
44
 t '':}|

FX Roadster
Most custom motorcycles fit within a particular genre. And that genre will
have its own conventions, as well as its fans and detractors. But occasionally
you see a bike that is utterly timeless, almost beyond "classic." One of them
is the Walt Siegl FX Roadster. Combining the charm of the big roadsters from
the 196Os and 1970s with modern performance, Siegl built this extraordinary
bike out of a beat-up 1970 Harley-Davidson Shovelhead. Andrew Rosa of
Rosa's Cycles on Long lsland rebuilt the engine and transmission. The pres-
ent motor is an B4-inch stroker with balanced flywheels, lightweight pistons,
a performance cam, and worked heads that flow better than stock. And the
transmission is now filled with gears that have better ratios for acceleration
and highway speed. Allthe primary parts are byTech Cycle, with a smooth and
strong operating diaphragm clutch in a lightweight aluminum clutch basket, a
two-inch belt drive, and a quiet electric starter. Siegl reworked the Harley-Da-
vidson frame and reduced the rake by two degrees. He added a frame loop in
the back and a newswingarm for bettersteering, and filled the39 mm Showa
forks with Progressive Suspension springs and performance sliders. Works
Performance helped him with the rear suspension, providing shocks that
gave him the ride height he was after, without sacrificing performance and
comfort. The rims are high-shoulder Excels, fitted with Buchanan stainless
spokes, and the brake calipers are modern-era Harley-Davidson units with
semi-floating rotors. A heavily altered Benelli tank and straight bench seat,
upholstered by Vivian Smith, give the bike a classic profile.

Bike Name: FX Roadster tTl Rebuild valved internals Electrics/lnstru ments: Alex Lerner
Make: Walt Siegl Motorcycles Bike Category/Gene: Roadster Rear Suspension/Shocks: Custom- Paint/Powder: Dave Goddard
Creator: Walt Siegl Year of Rebuild:2O11 made Works Performance Approximate Work Hours: 3 months
Support: Brady Banks Frame Modifications: Chrome-moly Tires/Wheels: Conti nental, Excel Edition: Unique
tubing Brakes: Front: Harley-Davidson; rear:
tUI Donor Bodywork: Custom Brembo
Manufacturer: H a rley-Davidson Motor: 84" stroked engine Hand Controls/Handlebars: Mag u ra,
Model: FX Exhaust: Walt Siegl, Dunstall muffler Tommaselli
Year of Build: 1970 Front Suspension/Fork: Showa re- Foot Controls: Custom

45 Walt Siegl
bespoke custom motorcycles is tiny. To move beyond bolt-
on parts takes hours of craftsmanship, and true artisans
don't come cheap. Bikes like Walt's, lusted after by so many,
are affordable by relatively few.
Walt has taken a step to correct the imbalance with his
new Leggero Series, ? limited run of production machines
Van's Shovel
Walt Siegl's Van's Shovel is a high-rewing point-and-shoot hot rod based on frame. British Dunlop 40-spoke wheels are shod with Avon tires. lnstruments
a 1972 FX Harley-Davidson. A mixture of English caf6 racers, American bob- are by Jane Kennedy and there's a Morris Magneto ignition. lt comes powdered
ber/choppers, Japanese low-slung street machines, and ltalian road rockets, in silver metal flake.
the eclectic metal machine features an upgraded and lightened engine dual
Weber carburetor, a custom exhaust, and a de-raked wishbone reproduction

based on two-valve Ducati 9oo cc engines. Because it's a

limited run, he can reduce costs without affecting quality. Bike Name: Van's Shovel
It means that someone who can afford to buy a new Make: Walt Siegl Motorcycles
Creator; Walt Siegl
Ducati can now acquire a true work of art: A high-perfor- Support: Jane Kennedy
mance machine created by one of the greatest motorcycle
builders of our time. III Donor
Manufacturer: H a rley- Davidson
Walt Siegl has finally found his place in the world, and for Model: FX
that we should be glad. (CH) Year of Build:1972
tUl Rebuitd
Bike Category/Gene: Bobber
Year of Rebuild:2OOB
Frame Modifications: De-raked wish-
bone reproduction; rigid frame
Bodywork: Custom
Motor: 74" Harley- David so n
Exhaust: Stainless-steel, Walt Siegl
Front Suspension/Fork: Showa, Pro-
gressive Suspension
Rear Suspension/Shocks: Rigid frame
Tires/Wheels: Stainless Dunlop rims,
Avon tires
Brakes: Harley-Davidson caliper f ront,
KLR rear
Hand Controls/Handlebars: Magura,
Walt Siegl
Foot Controls: Custom
Electrics/lnstruments: ane
J Ken nedy,
Morris Magneto ignition
Paint/Powder: Silver metal flake
Parts: H a rley-Davidson, Weber,
Showa, S&S
Other Modifications: High compression
engine with dual Weber carburetor
Approximate Work Hours:3 months
Edition: Unique

46
 .\N tii:-;ti

,*,!F-'Tf*fr x .-: -:, 5- r:r . .-..r13 ';

The Four Speed

Walt Siegl wanted to build a bike with the parts Harley-Davidson became so
famous for: the springer fork, the four-speed f rame with its low seat height, tall
tires on black rims, Knucklehead exhaust, and big primary hanging out. To ex*
aggerate all those visually important components, he kept the tank and fender
as small as possible. And when Walt builds a bobbe( you can be sure there is an
edge to it. Don't get fooled by the 1948 springer fork and the overall relaxed ap-
pearance of the Four Speed. The short-stroke B4A cc Harley-Davidson engine
materializes an unexpected momentum, and the four-speed transmission is
more than keen to keep the Firestone tires entertained at all times.

Bike Name: The Four Speed t+l Rebuild Front Suspension/Fork: 1948 spri nger Electrics/lnstruments: J a ne Kennedy

Make: Walt Siegl Motorcycles Bike Category/Gene: Bobber fork Paint/Powder: Ca ndy Gold
Creator: Walt Siegl Year of Rebuild:2OOT Rear Suspension/Shocks: FLH shocks Parts: Harley-Davidson, S&S
Support: Jane Kennedy Frame Modifications: De-raked Tires/Wheels: Firestones on Harley- Other Modifications: Many modif ica-
4-speed frame Davidson rims tions
tIl Donor Bodywork: Custom Brakes: Harley-Davidson banana Approximate Work Hours:3 months
Manufacturer: H a rley-Davidson Motor: lnternally lightened 134O HD caliper, rear Edition: Unique
Model: FLH engine; modified 4-speed transmission Hand Controls/Hand lebars: Custom
Year of Build:1974 Exhaust: Custom Foot Controls: HD, Walt Siegl

47 Walt Siegl

Urban Motor
Earl Grey
There's something deliciously wrong about a BMW special, just because you
know somewhere some outraged Beemerphile is tut-tutting the unmitigated
audacity of messing about with the factory's Teutonic idea of perfection.
The guys at Urban Moto, a three-man operation in Berlin, Germany, don't
mind any angry mail. They're having too much fun, as evidenced by this 1983
R80G/S adventure-bike turned into a caf6 racer. First step was to remove the
old motor in preparation for installing the freshe[ more powerfulflat-twin from a
1977 R'|OORS, good for an estimatedTO horsepower. While the engine was out,
the frame was sandblasted, repaired and de-tabbed as needed, had its rear
subframe modified, then was powder-coated black. That same donor R1OORS
also supplied its front end, complete with dual disc brakes, so now the G/S has
more go and more whoa! Presumably as a tip of the hat to the hard-riding Lon-
don originators of caf6 racing, the bike was dubbed "Earl Grey" afterthe British
prime minister and tea-blend namesake.
Good Germans, though, the Urban Moto crew made sure to incorporate many
of their country's fine products in the build. The twice-pipes zooming along the
bike's right side are from Hoske. "Splendid organ music," says Urban. "This way
passers-by get a treat, too." The hand-hammered aluminum gas tank and seat
cowl may be painted a very American shade of 1967 Shelby Mustang Gray, but at
least the black leather covering the seat comes from Porsche stocks. You have
to look hard for the headlight, below the alloy front number plate, tucked un-
der the lower triple-clamp, its projector beam mounted in the repurposed tail-
light housing from a classic RsO Beemer. The rear monoshock is from Wilbers,
the handlebars from Magura, the tires f rom Metzeler, the miniscule turn signals
from Kellermann.
No doubt there will still be some non-believer BMW types out there, but the
completed project is so right it can't be wrong. Not that Urban Moto is waiting
for any outside affirmation; they're already on to their next project. Hide your
Beemers! (DE)

Bike Name: Earl Grey Model: R80G/S Frame Modifications: Rear frame Exhaust: Hoske 2-1-2 Aprilia, Brembo Shelby 1967
Make: Urban Motor Year of Build:1983 handmade Front Suspension/Fork Original Foot Controls:Tarozzi Parts: Loads
Bodywork: Tank and seat handmade Rear Suspension/Shocks: Wilbers Electrics/lnstruments: Motogad get: Other Modifications: Loads
t$l Rebuild aluminium; Porsche leather; Eco Line m-unit, m-lock; Chronoclassic; head- Approximate Work Hours: 3OO-4OO
tTI Donor Bike Category/Gene: Caf6 racer clip-ons etc. res/Wheels: Metzeler
Ti light hidden hours
Manufacturer: BMW Year of Rebuild : 2@Q9/1O Motor: BMW R1OORS Hand Controls/Handlebars: Magu ra, Paint/Powder: Ford Mustang GT5O0 Edition: Unique

48
 ffeffi ffiffi

49
lan Barry:

The Fast Rise of the Beautiful Bird

lan Barry and Amaryllis Knight premiered the first Falcon Motorcycle in 2OO8. Barry had been bullding custom
Triumphs and Nortons for nearly ten years before they met, but wlth Falcon, his work changed dramatically.
From their first maching the Bullet, the flight path of Falcon was straight up, following an exponential curve
of lncreasingly jaw-dropping, gorgeous machines, and an equally amazing media frenzy. Frcm the Bullet
onwards, Falcon became one of the moat famous, influential, and debated Cuatom motorcycle builders, but
thelr work speaks for itself.

50
 Iluilt around a 1950 Triumph Thunderbird motor and
Elmme, the Bullet was Falcon's first motorcyclen but
not Ian Barry's first Triumph custom. HeU been modifying
Triumph twins for himself and a few customers for nearly ten
years before forming hlcon Motorcycles with his fianc6e
Amaryllis Knight.The Bullet is a link with Barry's past, being
a well-executed Triumph custom, and a pointer to its future,
being particularly well-crafted with a compelling Board Track
aesthetic. lt won "Best Custom" at its d6but showing at the
Legend of the Motorcycle Concours d'Elegance in 2OO8.
While the time invested in the Bullet pales by compari-
son with later Falcons, the assemblage of Webb girder
forks, a stretched out rigid frame, the dropped handlebars
with inverted levers, converted vintage gas headlaffiF, and
old-style leather racing saddle, all added up to catnip for
Custom bike lovers. The Bullet is an elegantly aggressive
design that is ultimately simple enough to be copied, and
thus became the pattern for dozens of lookalike machines,
using all manner of engines in rigid frames and girder forks,
from Triumph to lndian to Motosacoche. The stretched
frame, steep fork angle, and dropped board track handle-
bars add up to a kind of "inverted choppar," suggesting
hot road performance, and the 75O cc cylinder kit with twin
Amal carbs delivers just that. The bike is light and quick,
and looks badass.
The Kestrel d6buted at the Quail Motorcycle Gathering
in 2818, fulfilling two years of rampant speculation, internet
discussion, and a book's worth of print press coverage of
The Bullet. This interim gave rise to a curious cult around
the Falcon, building mountains of praise from a single
motorcycle, and an equally curious anti-Falcon reaction to
all the hoopla. The Kestrel didn't silence every critic, but
it was a huge leap forward in the level of detail, quality of
finish, amount of work, and time invested in building a bike.
lan Barry challenged his own working formula, saying at the
time he "had a pretty good formula for creating an appeal-
ing 1960s Bobbe[ but my work on the bikes didn't reflect
the thought that went into a single lTriumphl casting lug or
timing cover ... What if ! built a whole bike like that? What
would that be?" He decided Falcon would "not make any
compromises anywhere. Every piece of hardware, every
curue, every part of my bike should reflect the thought that
went into that timing cover." With such a mission statement,
is it any wonder the finished bike is a sensation?
The Kestrel was built from a basket case 197O Bonneville
with a ruined gearbox casting; Barry took the radical step
of cutting off the gearbox entirely, making a "unit" engine
appear pre-1963. This allowed for a creative primary case,
a stylishly accomplished blend of early and late castings, The Bullet
with the rear half matching its early Triumph gearbox. The
separate gearbox meant the 197O frame was out of the Bike Name: The Bullet Year of Rebuild:2O@8 Exhaust: Amal concentric carbu retors
Make: lan Barry Frame Modifications: Aluminum; brass; Front Suspension/Fork Modified Web
question, so the Falcon team fabricated a frame that used
brass buckle; bronze; cloth; copper; girder fork
the same steering geometry as a 196Os Triumph, while tUI Donor enamel; epoxy; Farmall tractor leaf Tires/Wheels: Avon tire; Goodyear tire;
looking like a1949,s model; the stretched-out Custom look Manufacturer: Triumph spring; glass; nickel; leather; Rolls Royce Dunlop steel wheels
Model: Thunderbird 75O Silver Ghost light; rubber; screws Electrics/lnstruments: Smiths revula-
was gone. The Kestrel is a compact package, with a short
Bodywork Modified Triumph primary tor; pre-Second World War taillight
wheelbase and close-hugging handlebars, tanks, and seat tUl Rebuild cover Editlon: Unique
all tucked in tight. Bike Category/Gene: Bobber Motor: Modified 1950 Triumph engine

51
The Kestrel
Bike Name: The Kestrel t[J Rebuild nickel; paint; palladium leaf; rubber; Tires/Wheels: Firestone tire; Venom
Make: lan Barry Bike Category/Gene: Bob ber safety wire; stainless steel; steel Avon tire; Borrani WMl wheel; Borrani
Year of Rebuild:2O1O Bodywork: Suzuki GS55O clutch; tape WM2 wheel
III Donor Frame Modifications: Modified alterna- Motor: BSA A-14 transmission; Triumph Edition: Unique
Manufacturer: Triumph tor; aluminum; brass; brass mesh; generator cap; De-unitized 197O Tri-
Model: Bonneville bronze; cloth; copper; glass; gold leaf; umph Bonneville engine
Year of Build: 1970 iron; leather; leather rope; Loctite; Exhaust: GP carburetors

52
53 lan Barry
The Black
Bike Name: The Black M Donor fEI Rebuild alloy; copper; cloth; enamel; epoxy; engrne pads
Make: lan Barry Manufacturer: Vincent Bike Category/Gene: Bobber glass; leather; nickel; pyrex; rubber; Tires/Wheels: Avon tires; Borrani 21 Electrics/lnstruments: Li g ht-emitti ng
Model: Black Shadow Year of Rebuild: 2O11 silver; stainless mesh; stainless steel; WM1 wheel; Borrani 20 WMz wheel diodes
Frame Modifications: Acrylic; 7@75 and steel; springs; titanium; white gold leaf Brakes: Harley calipers with cross- Edition: Unique
6061 T6 aluminum; brass; 954 bronze Motor:1952 Vincent Black Shadow drilled rotors and high-performance

54
 iu
'lrfl
AII of which was clear from ten feet away, or at first
glance on the Web: what was less obvious, and required/
rewarded serious scrutiny, was the detail. With exquisitely
sculpted levers, controls, turnbuckles, and even nuts and
bolts, The Kestrel clearly took an almost absurd invest-
ment of time to create, far more than a "Triumph Custom"
had any right to expect. lt was time that set The Kestrel
apart, beyond its obvious beauty: time for consideration of a
thousand small details required of a motorcycle's function;
time to design new solutions for old problems; time to build
the parts to assemble the machine; time to make those
parts breathtakingly beautiful. lan Barry declared it his last
"Every piece of hardware, every
curve, every part of my bike should
reflect the thought that went into
that timing cover."
lan Barry
Triumph, but really, what more did he need to say?
While The Kestrel was an artistic monument to time
invested in new ways of making a motorcycle beauti-
fully functional, The Black, based on a 1950 Vincent Black
Shadow, took that time and squared it, to stunning effect.
The Black's chassis was fabricated entirely by Falcon;
frame, forks, brakes, tanks, handlebars, controls, seat,
55
mudguards. Their silhouette is familiar aS 'nVincert," but
everything is changed. The forks are modernized Girdrau-
Iics, their blades reshaped holloq their bearings all needle-
rollers, the shocks modern gas units by Works Performance.
The front brakes have four leading shoes on twinned drums,
with double the braking power of the original items, Y€t are
Iighter while being much stronger.
The triangulated swingatffi, a Phil Vincent patent from
1928, is lengthened to cure notorious Vincent "speed
wobbles," their pivot area is robustly fortified, with motion
damped by more Works shocks. The seat, perhaps the Ieast
satisfactory element on a Vincent, is replaced by a small
saddle, very light and cleverly constructed with a 3D spring-
ing system inside a pelvis-shaped stainless frame, which
is very racy indeed. lts leather cover can be snapped off in
seconds to reveal a mesmerizing work of functional beauty.
The oil tank is the frame of a Vincent, and Falcon fabri-
cated its own of stainless steel, with cooling fins ducted via
the pannier fuel tanks, whose hollows guide onrushing air
toward the cylinder heads. These hand-hammered alumi-
num tanks press-and-click onto spring-loaded pins, on or
off in seconds, via push-fit marine fuel taps. The dropped
handlebars have a unique locking system allowing six
positions of adjustment, without using tools. In fact, in the
spirit of the original Vincent, The Black can be adiusted or
partially dismantled with no tools at all, using various clever
adjusting or locking systems invented by lan Barry.
Like The Kestrel, The Black, while a sery and muscular
beast, provides an education to the close observer. With
untold thousands of hours (Falcon stopped keeping track)
spent on its design and final construction, one must look
deeper at the machine than its shape and principal fea-
tures to discover the rabbit holes those hours ran down.
Meditate, for instance, on the fully adjustable footrest and
gearshift syst€ffi, which might look straightforward, until
its function is explained. Only then will it become clear the
time, thought, and skill required to make the parts not only
work in a completely new way, but ultimately become a
system of absolute sculptural beauty. Multiply that achieve-
ment on one small system, times the dozens of similarly
conceived and executed solutions required to make The
Black the machine it is, and really, the only proper reaction
is awe. (PdOl
lan Barry
Mule Motorcycles
Web Surfer TWo
Richard Pollock has been "messing around" with motorcycles since 1969,
motocrossing and flat-tracking his way by 1975 to San Diego, where he also
joined the legendary SoCal surf culture. His Mule Motorcycles reflect the
dominant racing scene of 1960s /197Os California, the golden era of Flat Track
racing. Mule's specialty is street trackers. They reflect his decades of expe-
rience tuning race bikes and his later career doing fabrication for the aero-
space industry. "Aerospace metalworking is different than everyday motor-
racing-style seat-made f rom ultralight balsa wood with mahogany stringers,
then glazed over, just like a vintage surf board. (PdO/DE)
cycle repair and requires a different set of tools and skills as well as extremely
strict quality requirements," he says. "ln the rocket-building business, mis-
takes are heavily f rowned upon. One mistake is one too many." Pollock's Web
Surfer Two runs a hot-rodded Buelll2OO engine in a C&J monoshock frame,
the swingarm's actions controlled by a side-mounted Penske shock. Front
suspension is handled by Buell X-1 inverted forks.
The bike's name is a pun on the age of internet parts searches (Pollock
sourced many of this bike's parts from eBay), plus the construction of that

Bike Name: Web Surfer Two
Make: Mule Motorcycles
Creator: Richard Pollock
tUI Donor
Manufacturer: Buell (motor only)
Model: Buell M-2 Cyclone
Year of Build: 2OO1
wI Rebuild
Bike Category/Gene: Street tracker
Year of Rebuil d: 2O12/2O13
Frame Modifications: C&J monoshock
custom
Bodywork Storz aluminum fuel tank;
Custom wood seat
Motor: Richard Pollock
Exhaust: Mark McDade stainless
Front Suspension/Fork Buell X-l
Rear Suspension/Shocks: Monoshock,
Penske
Tires/Wheels: Front: Kawasaki Morris;
rear: Harley Morris
Brakes: Front: Kosman; rear: custom
Brembo calipers
Hand Controls/Handlebars: Custom Paint/Powder: RW. Little
stainless bars; Brembo master cylinder; Powder-coating
Buell clutch lever; Ducati HyperMottard Parts: Many, many
throttle assy Other Modifications: Handmade
Foot Controls: Custom, KTM/Brembo wooden seat; fiberglass by Mark Smith
rear master cylinder Approximate Work Hours:260 hours
Electrics/lnstrumentation: Acewel I Edition: No.2
multi-gauge Retail price: $3B,OOO

56

Machine
Guzzi MarkI Le Mans
While builders of caf6 racers in the 196Os and 197Os were busy hopping up
their road-going machines in imitation of their racing heroes, and reaching for
extra performance (and looks) to match track bikes, the "next wave" of caf6
enthusiasts from the 198Os onwards reaped the benefits of their 1960s and
1979s racetrack icons becoming obsolete, and filtering back to the hands of
street-riding enthusiasts. Retired racing bikes already have "the look" of a caf6
racer; all that was reguired was the reluctant addition of lights for highway legal-
ity ... other road reguirements like turn signals, horns, and quiet mufflers were
added only under duress, such as an unwelcome summons from the judiciary!
Matt Machine builds custom bikes of all stripes out of his shop, Machine,
in New South Wales, Australia. He found the Moto Guzzi Mk 1 Le Mans as an
ex-racer already brought back to street legality. That meant he inherited a seri-
ously pumped motori bored out to g5O cc with ported cylinder heads and 40
mm Dell'Orto "pumper" carbs. Although the bike ran well, he stripped the ma-
chine completely, handing the engine and gearbox to specialist Peter Roper
to check over and tidy up. ln the meantime, he ditched the original cast mag
wheels, and laced up Akront alloy rims to earlier Guzzi wheel hubs, which re-
ally gave the proiect a 196Os look. Further emphasizing a "classic" caf6 racer
aesthetic is the Norton Manx-style alloy fuel tank, which was built to tit the fa-
mous Lino Tonti frame, which gives the Le Mans such good handling. A hump-
back seat and "bikini" fairing were fitted as standard to the Le Mans, but Matt's
versions in bare alloy make the plastic originals look clunky, which is really a
statement. To rephrase, the Mk1 Le Mans is a design icon, among the very best
197Os motorcycles, ltalian or otherwise, and Mafi Machine managed to make
it better. tFdOl

Bike Name: Guzzi Mark 1 [,e Mans EUI Rebuitd Ducati Marzocchi FainUPowder: Black powder coat and
Make: Machine Blke Category/Gene: Cafd racer Rear Suspenslon/Shoclcs: I kon polished alloy
Creator: Matt Machine Year of Rebulld: 2911 Tirce/Wheels: Akront alloy with Farts: Thunderbikes Australia and
Bodywork Alloy stainless-steel spokes Motociclo Sydney
fSI Donor Motor: Peter Roper Brakee Brembo Approximate tttork Houte: 2gO hours
Manufactulel: Moto Guzzi Exhaust Custom, stai nless-steel Hand Gontruls/Handlebare: Tommasell i
Model: Le Mans Mark 1 eonstruction Foot Controls: Tarozzi rear-sets
Year of Build: 1976 Front Suspenelon/Fork: Machine, EleEtricE/lnstru ments: M ach n e custom
i

57
 I
I

I
I
i.
I

IvB-moto
Ducati Pantah
Jens vorn Brauck made a name for himself creating hot rod Ducatis out of his
derelict Cologne workshop. He also produced a concept bike for the now-de-
funct MZ factory, builds the toughest Hinckley Bonneville scrarnbrlers under the
JvB-moto banner and also wonderful SRSOOs for Gerrnan corrpany Kedo.
All JvB-moto's bikes have a compact brutality about them. Everything is as
tucked in as a clenched fist. His trademark headlight nacelle shrinks between
the forks stanchtons like the head of startled tortoise retreating into its shell.
The exhaust on vorn Brauck's personal Pantah remains completely within the
conftnes of the frame, nothing poking out to get in the way" JvB likes his bike
light ancl skinny.
The modified Ducati frame is so minimal it virtually disappears, leaving the
1982 air-cooled, desrnodromic, 650 cc engine to hog the limelight.
lvB made the one-off carbon seat unit and one off fuel tank. He even has a
back story for his rnachine...
"l wanted the bike to look a [rit like it was founcl in a shed in Bologna... a far-
ahead futuristic design study for the 1g81 Bologna lVlotor Show, but never on
dtsplay," vom Brauck explains- The 1970s Jaguar car color, left matte, add cred-
ibility to the story. ,'tr wanted to keep a l97Os appeal, so the thin wheels had to
stay original, only covered with sonre thin carbon covers." (Gl)

Bike Name: Ducati Par-rtah t$l Rebulld Front Suspension/Fork: Stoc k matte
Make: Jvts-nroto Bike Category/Gene: Cafe raeer Rear Suspension/Shocks: Koni Other Modifications: Custom made
Creator: Jens vom Brauck Year of Rebuild:2812 Tires/Wheels: Stock rvith carbon fiber carlron f iber headlight by JvB-moto;
Frame Modifications: Rear frame short- COVETS carbon fiber details; one-off aluminunr
ISI Donor ened and many details Brakes: Ducati 988ss, i.e", Brembo f ront f iller cap/control light panel on tank
Manufacturer: Ducati Bodywork: One-off carbon flber tail unit; Hand Controls/Handlebars: Modified Approximate Work Hours: Many
Model: Fantah 650 one-off f uel tarrk based on origir-rai Magura 1 9BEs-style elip-on Edition: Unique
Year of Build: lg82 Motor: Overirau ed 658 cc engine Foot Controls: Modified stock Retail price: €35,400
Exhaust: Unique 2-1-2 exhaust Paint/Powder: 1972 Jaguar "llme f lo!n/er"

58
DP Customs:

Brothers in Arms
Jarrod and Justin Del Prado have carved out an enviable reputation by focusing on
Harley-Davidson Evos and lronheads-traditional builds with an unusual twist.

r,_l
;

J
rtu0r,'
)'.F
lil'

vl
$
t
,t|
I

I
.1-

-Jl

60
 lJ ow does a builder get started in this business? For
I I the Arizona-based Del Prado siblings, it started with
a moment of revelation: after 2@ years in the corporate
',+' lt&
world, they needed to get out and start doing something ,t':

they loved. -\
Jarrod loved MotoGP and Formula One, and rode a sport- itr
.ir
,

bike. Justin was into vintage hot rod automobiles, and rode
a Harley-Davidson. They both owned restored 1966 Ford
Mustangs.
"Justin has been mechanically savvy since the day he
was born," says Jarrod, the younger brother by four years.
'*l wasn't, but I loved to ride fast. We're best friends and had
been talking for years about getting out of the rat race and
into business for ourselves. Then one year Justin bought
an old Harley-Davidson, fixed it up, and made a few bucks.
Then he did it again."
The brothers signed up for a business seminar. After
three days in class, they realized it was time to quit the day
jobs. "Otherwise, you'll always just be a dreamer, Quitting
your job means you have to chase your true passion-or you
!t (
won't survive."
DP Customs started in 2QQB in Justin's garage, Over the
next yea[ the Del Prados acquired everything they needed,
including a dedicated workshop in the town of New River
and a paint booth. Today, they each own 5O percent of one
of the United States's most highly regarded Harley-David-
son shops.
They're not getting rich, but they're happy. When not

"Ottr goal is to build a bike that

Iooks cool and rides well. We are
very drsciplined in sticking to what
we like, and don't follow trends."
Jarrod Del Prado
wrenching on old Harleys, you'll find the Del Prados huddled
around the barbecue pit, or chasing the tornados that snake
across the southwestern United States. (They've captured
four on film so far.) Justin is restoring an old VW bus, and Jar-
rod relaxes by playing drums. Traditional pursuits with a lot
of fun involved, a Iittle like the bikes that they build.
"To say that it's going great would be an understate-
ment. We have so much fun every day it should be illegal. Del Rey
We work hard and we work long hours, but there is no Hu-
The Del Rey is a rebuilt 1995 Harley-Davidson 12OO cc Sportster made for a painted in three layers until it satisfied the builders' ambitious expectations.
man Resources or corporate BS to get in our way.We listen customer who shared Justin and Jarrod Del Prado's passion for motorsports. A The bike's frame was modified with a hardtail, the forks rebuilt and fitted with a
to great music while we create the bikes of our dreams." big fan of the.l97Os Tyrrell F1 Cars, he let them build their interpretation of those fork brace. The brakes are by Brembo, hand controls by Exile Cycles, the foot
racing colors into the 2AB bobber. The custom simple, bold coloring had to be controls and the exhaust special-made by DP Customs.
Arizona is home to the bagger with 30-inch wheels, but
the brothers dream of very different machines. Harleys that
are long, low, and full of purpose. Although most DP builds Bike Name: Del Rey tIl Rebuild Front SuspensionlFork: Rebuilt forks Paint/Powder: Paint by DP Customs

are hardtails with a strong retro or bobber feel, they're also Make: DP Customs Bike Category/Gene: Bobber with fork brace Parts: Biltwell lnc.
Creator: Justin and Jarrod Del Prado Year of Rebuild: 2O13 Tires/Wheels: Pirelli Night Dragon tires; Other Modifications: DP Customs
designed to be ridden in anger. "Our goa! is to build a bike Frame Modifications: Ha rdtail, front: 19" 110/90; rear: 17" 160/78 exhaust
that looks cool and rides wel!. We are very disciplined in t{l Donor 4" stretch and drop Brakes: Brembo Approximate Work Hours: Too many
Manufacturer: H a rley-Davidson Bodywork: Custom Hand Controls/Handlebars: Exi le to countl
sticking to what we Iike, and don't follow trends."
Model: 12OO cc Sportster Motor: Stock with Crane single-fire igni- Cycles Edition: Unique
The Del Prados name Mule, Deus Ex Machina, and the Year of Build: 1995 tion/coil and Big Sucker intake Foot Controls: DP Customs rocker
Wrenchmonkees as builders they admire. But most of their Exhaust: Custom shifter

61

inspiration comes from the world of auto racing-and in
particular, its memorable liveries. So fa6 they've paid hom-
age to the Formula One drivers Ayton Senna and Jacques
Villeneuve, and used liveries previously sported by NASCAR
racers and the oil company Elf.
Even when their bikes are inspired by moviesn there's an
automotive influence-such as the cars in Steve McQueen's
Le Mans. Or the 195Os Chevys in iconic films such as Inro-
Lane Blacktop and American Graffiti. "We know the critics
will say it doesn't make sense. But we love the way those
paint schemes make us feel," says Jarrod. "Many people
have said that our style is hard to define, and we take that as
a compliment."
DP Customs'approach to building is collaborative. When
they get a commission, Jarrod usually meets the customer
to brainstorm ideas for the concept. "We start with the
,f*D
D2 Defensor
DP Customs' D2 Defensor is a tribute to the late Formula One racing driver also fitted their handcrafted clip-ons for an aggressive riding position. There
Ayrton Senna. Like the customer who has commissioned the bike, the Del Pra- are nine coats of paint on the tank, finished with a matte clear coat that works
dos are huge motorsports fans and have followed Senna since his first win with beautifully with the bright colors underneath. The wheels are powdercoated in
Lotus. Accordingly, they decided to go with a livery of yellow, green, and black. matte black and shod with Bridgestone Battlax tires. The bike's frame is hard-
As for many of DP Custom's creations, the foundation was a Harley-Davidson tailed and extended four inches, and its forks are shaved smooth on a lathe and
lronhead Sportsten The motor has been overhauled and fitted with a rebuilt polished. An equally bright aluminum polish effect has been achieved on the
carburetor. The 2-into{ headers are handmade, and flow into a three-inch primary cam covers and the rocker boxes.
collector. DP replaced the stock rotors with stainless cross-drilled items, and
Bike Name: D2 Defensor tTI Rebuild fender mounts smoothed out on the Foot Controls: Harley-Davidson mids
Make: DP Customs Bike Gategory/Gene: Bobber lathe Paint/Powder: DP Customs paint, frame,
Creator: Justin and Jarrod Del Prado Year of Rebuild:2012 Ti resAltlheels: Brid gestone Battlax; and exhaust coatings by APC
Frame Modifications: Hardtail, 4" front:19"; rear:16" Parts: Biltwell lnc. slimline seat, grips
[T,I Donor stretch and drop Brakes: Harley-Davidson calipers with and throttle sleeve
Manufacturer: Ha rley-Davidson Bodywork Custom cross-drilled rotors and high-perfor- Approximate Work Hours: Too many
Model: lronhead Sportster Motor:1OOOcc lronhead mance pads to count!
Year of Build:1983 Exhaust: DP Customs 2-1 Hand Controls/Handlebars: DP Cus-
Front Suspension/Fork: Lowered 2"; toms clip-ons
62
-;t

DP Customs
Top Fuel ll
It may be named after a dragster, but DP Customs'Top Fuel ll lronhead Sport-
ster is actually an homage to NASCAR, in particular Ned Jarrett's 1965 title-
winning Ford Galaxie, right down to the blue paint, white wheels, and sidewinder
exhaust, and even the style of hand-lettering. And that's Ned's #11 plastered on
top of the gas tank. "My brother Jarrod and I are huge racing fans," says shop
co-founder Justin Del Prado. "We've owned and love old Fords."
It looks all hunkered down like a stock car on the high banks, thanks to a revealed largely unmolested internals, not always the case with these old, hard-
springer f ront end shortened by four inches, and to a slight stretch in the hard- working motors. No major surgery required, just renew, refresh, and put back to
tail frame. Also helping with stance is the big, balloon-like 16-inch Firestone- spec. lt would be hard to get more American than this NASCAR-|nspired lron-
replica tire out back, head Harley-Davidson. (DEl
Like almost all of the lron Sportys that emerge from the Del Prado brothers'
Arizona shop, this 1981 motor was treated to a rebuild. Thankfully a stripdown

Bike Name: Top Fuel ll
Make: DP Customs
Creator: Justin and Jarrod Del Prado
tUl Donor
Manufacturer: Harley-Davidson
Model: lronhead Sportster
Year of Build: 1979
t{l Rebuild
Bike Category/Gene: Bobber
Year of Rebuild: 2O11
Frame Modifications: 4" stretched and
dropped hardtail
Bodywork: Custom
Motor: |OOO cc lronhead
Exhaust: Custom
Front Suspension/Fork: Spri nger
Tires/Wheels: Front: Avon .l9"; rear: Approximate Work Hours: Too many
Firestone 16" to countl
Brakes: Front: DNA; rear: Harley-
Davidson
Hand Controls/Handlebars: Biltwell lnc.
Tracker bars
Foot Controls: Harley-Davidson mids
Paint/Powder: DP Customs
Parts: Biltwell lnc. solo seat

64
 1
. :rf
| 'rt:

q
t\ (

'f
, !l

L
,,,
r
:

t
I

Beach Cruiser
And now for something completely different from the brothers Del Prado at DP
Customs. While most of their lronhead Harleys look like racetrack refugees, this
one has a more laid-back retro vibe. Maybe that's why it's called Beach Cruiser.
Says Jarrod, "This bike was originally built as Justin's daily rider. He's an avid
VW enthusiast, and it has the same Green & Wimbledon White paint scheme
as his 1958 Bug had. He wanted the bike to lookvintage and have a comfortable
ride. The cruiser-style bars make for an easygoing riding position-but don't be shark-fin tips. Justin has since sold the bike. Not to worry, he can always make
fooled, the 1O0O cc motor pulls strong!" another one for himself, though chances are that one will get bought out from
Jarrod notes that the man-hours involved in construction totaled "too many beneath him as well! (DE,
to count," but a quick scan of the bike reveals where some of the work was
concentrated, namely the front-mounted oil tank, shaped like a gentleman's
oversized hip flask, and the side-by-side exhaust pipes that terminate in twin

Bike Name: Beach Cruiser t[,lRebuild
Make: DP Customs Bike Category/Gene: Cruiser
Creator: Justin and Jarrod Del Prado Year of Rebuild:2011
Frame Modifications: None
I:rI Donor Bodywork: Custom
Manufacturer: Harley-Davidson Motor: Stock lOOO cc
Model: lronhead Sportster Exhaust: Custom
Year of Build: 1977 Front Suspension/Fork: Lowered and
stiffened
Rear Suspension/Shocks: Stock Approximate Work Hours: Too many
Harley-Davidson to count!
Tires/Wheels: Front: 21"; rear'. stock Edition: Unique
Harley-Davidson 18"
Brakes: Stock
Hand Controls/Handlebars: Stock
Foot Controls: Stock mid-controls
PainUPowder: Paint by DP Customs
Parts: Biltwell lnc.

65 DP Customs
 riding they plan on doing, and the general ergonomics. This
will define if the bike will be a full suspension caf6-style ma-
chine, or a hardtail. Then we select individual components,
like the best type of bars to use."
The overall style is usually defined by a loose concept
from the customer. Sometimes there are specific requests:
on the bike that became known as Black & White, the

"Many people have said that our

style is hard to define, and we take
thaf as a compliment."
larrod Del Prado
customer wanted to avoid bright colors but include Shelby-
style stripes. But occasionally, a customer will let the Del
Prados make all the decisions on the styling: "We've been
lucky to have customers who trust us," says Jarrod.
The brothers nail the details fast in their heads. "But then
it seems like for-freaking-ever until we get to take it out on
the first ride! There is way more that goes into building a
bike than most people think."
The build process starts with tracking down a pristine
donor bike. (Lately, their favorites have been 2OOO -2OO3
model Harley-Davidson Sportster 12OOs). The brothers split
the tasks: Jarrod breaks the bike down, takes out the motor
and takes apart the rocker boxes. He removes the cam/pri-
mary covers and dismantles the forks for either polishing or
powder coat. He also does the priming and painting of the
bodywork.
Justin takes the frame and starts to chop it. Using a iig
that he made himself, he either welds on a hardtail or builds
whole new frame sections. He also fabricates one-off piec-
es, like hand-formed cowls and seat pans, battery boxes,
and mounting brackets. He makes every exhaust and does
all of the wiring from scratch. The hard stuff, if you like.
After Iarrod has finished the base coats of paint, older
brother Justin applies the finishing touch with the clear
coat. "Without Justin's MacGyver skills, none of these bikes
would happen," Jarrod admits. The brothers work alone,
doing everything themselves apart from powder coat and
engine rebuilds.

66
 -#,*fl.*:&,*

Fortunately, their workshop is laid out for efficiency-a

Steel Caf6 carry-over from the brothers' years in the corporate world.
sealed in with several coats of wet-sanded and polished clear. The aggressive
"lt'S organized. Zero clutte6 very clean. Cold beer in the
This was the first Harley-Davidson (that we know of) to run a Benelli Mojave
tank. After this bike came out on the internet, we ended up seeing those tanks MotoGP style crossover exhaust really sets off the stance of the bike. lt ran fridge," Jarrod smiles.
on bikes all over the place! The key to the look of this bike is the simplicity of great and was a real head-turner in the bright sun. tt's intense work, but Jarrod and Justin cherish the mile-
the exposed steel on the hand-crafted rear cowl and on the gas tank-both are stones. "Putting the painted bodywork on for the first time
feels great. Finishing the exhaust and firing it up. The test
Bike Name: Steel Cafe tIl Rebuild Exhaust: DP Customs, MotoGP stYle Hand Controls/Handlebars: DP Cus- riding. And then the photo shoots-which feel like a celebra-
Make: DP Customs Bike Category/Gene: Caf6 racer Front Suspension/Fork: Lowered and toms clip-ons
Foot Controls: Stock mid-controls
tion of all of the hard work."
Creator: Justin and Jarrod Del Prado Year of Rebuild:. 2O1@ stiffened
Frame Modifications: Chopped frame Rear Suspension/Shocks: Stock PainVPowder: Clearcoat by DP Customs When pressed to pick a favorite, the Senna-inspired D2
tfl Danor after the rear shock mounts Harley-Davidson Approximate Work Hours: Too manY Defensor comes up. "We've followed Senna since his first win
Tires/Wheels: Front: l9" x 11Omm; rear: to count!
Manufacturer: H arley-Davidson Bodywork: Rear cowl/seatpan: DP Cus-
Edition: Unique
with Lotus. So we decided to go with a livery of yelloq green,
Model: lronhead Sportster toms; gas tank: Benelli Mojave 16" x 130 mm
Year of Build:1979 Motor: Stock 1000 cc Brakes: Stock and black." There are nine coats of paint on that tank, fin-

67 DP Customs
Naked Caf6
According to workshop co-owner Justin Del Prado, this is DP Customs' fast-
est and best-handling bike yet. Starting f rom their favorite platform, the Harley-
Davidson Sportster lronhead, Del Prado and his team turned a 1980 donor into
a caf6. Plenty of open space in the stripped down frame lightens up its look.
The tank is a classic 1970s Maico made of raw aluminum, and its angular lines
inspired the rest of the bike. Many parts are DP one-offs, including the rear
cowl, oil tank, exhaust, and seat. The builders spent "countless hours" fabbing
up details, many of which are hidden within its impressive body. The "Quantum-
port" exhaust system is a symmetrical 2-1 chamber, giving a good amount of
back pressure. The titanium wrap is for protecting the rider's legs and keeping
the heat in the pipes. The bike's overall color scheme and angular shapes were
inspired by the Le Mans winning Audi R18 TDl.

Bike Name: Naked Cafe tTl Rebuild
Make: DP Customs Bike Category/Gene: Caf6 racer
Creator: Justin and Jarrod Del Prado Year of Rebuild:2011
Frame Modifications: Chopped f ra me
tTl Donor after the rear shock mounts
Manufacturer: Ha rley-Davidson Bodywork: Rear cowl: DP Customs; gas
Model: lronhead Sportster tank: vintage Maico
Year of Build: 19BO Motor:1OOO cc lronhead
Exhaust: DP Customs box pipe
Front Suspension/Fork: Stock,
lowered 2"
Rear Suspension/Shocks: Stock
Harley-Davidson
Tires/Wheels: Rims powder-coated
gunmetal; Pirelli Sport Demon tires
Brakes: Stock
Hand Controls/Handlebars: Stock Approximate Work Hours: Too many
Foot Controls: Chainsikle rear-sets to count!
Electrics/lnstru ments: nstru ment
I Edition: Unique
delete
Paint/Powder: Paint by DP Customs
Parts: Biltwell lnc.
Other Modifications: DP Customs front-
mounted oil tank

68
ished with a matte clear coat that works beautifully with the vice," SayS larrod. "We make the process fun for our clients,
bright colors underneath. Another favorite is Del Rey, finished and build a quality relationship with them."
in the Elf colors of blue and white. "l know our best is yet to Not surprisingly, there is no shortage of clients for DP
Customs. The Del Prado brothers are proof that you can
"lt's organized. Zero clutter, very make your passion your profession-even in the hyper-com-
petitive world of custom bike-building. (CHl
clean. Cold beer in the fridge."
Iaruod De! Prado
come though," says Jarrod. "l'm thinking it'll be a caf6-style
bike with Brembo brakes and top-of-the-line Suspension."
Mechanical ability is only one part of a custom motor-
cycle business, though, and the Del Prados know that well.
"You need a strong business Sense and good customer Ser-

69 DP Customs
Mele
When you're building a "theme" custom, it's way too easy to get carried away
and end up with an embarrassing circus wagon. Watch reruns from any of last
decade's bike-builder television shows to illustrate the point. Have to say that
DP Customs got things right with this race-car-inspired Sportster; though.
It was built for Pro-Mazda-series driver Perry Mele, hence the clip-on han-
dlebars and gummy Pirelli Sport Demon tires, items not usually seen on a
stretched rigid-frame Sporty. And if the twin Harley-Davidson brakes up front
aren't quite ready for MotoGP, they're twice the setup seen on most Harley-
Davidson customs-if they run front brakes at all!
Mr. Mele appreciates performance, so DP leaned on the 1979 rcOO cc lron-
head, installing hot cams, doing some headwork, hooking up a Mikuni carb to
the Branch manifold, and letting it breathe through a2-2exhaust.
Last bit of race-car reference is the mini-spoiler on the rear fender. This eas-
ily could have come off as over-the-top-and in other builders' hands, it might
have-but here it's just right, like the rest of the bike. (DEt

Bike Name: Mele fUl Rebuild Exhaust: DP Customs X-Pipe Hand Controls/Handlebars: DP Cus- by Biltwell lnc.
Make: DP Customs Bike Category/Gene: Bobber Front Suspension/Fork Lowered 2", toms clip-ons Approximate Work Hours: Too many
Creator: Justin and Jarrod Del Prado Year of Rebuild:2O12 turned on the lathe to remove fender Foot Controls: Harley-Davidson mid- to count!
Frame Modifications: Hardtail with 6" mounts, and polished controls
[It Donor stretch and a 4" drop Tires/Wheels: Pirelli Sport Demon; front: FainUPowder: Paint by DP Customs,
Manufacturer: H arley-Davidson Bodywork: Custom 19";rear:16" "Near Chrome" powder-coated frame
Model: lronhead Motor: lgOO cc lronhead with headwork, Brakes: Stock Harley-Davidson calipers by APC
Year of Build:1979 cams, and intake by #1 Cycles and with cross-drilled stainless rotors and Parts: Slimline seat; Kung-Fu grips;
Machines and Machines high-performance pads Whiskey throttle sleeve-a I I

70
 #

ITI \,,

tr
;
r'Ll t

DP Customs
Raccia Motorcycles
Honda CB55O
When it comes to iconic racing machines, few have the charisma, or winning
streak, of the early 196Os Honda factory team, which dominated tracks around
the world. Their familiar red and silver livery has been copied countless times by
wannabe owners of ordinary roadsters, for better and worse. Mike LaFountain of
Raccia Motorcycles also has a deep love of Honda factory racers, but set himself
the task of making a bike with all-Japanese specs, which echoed the immortal
Honda RCl8l, but didn't imitate it. "l've always had a schoolboy crush on the entire
Honda RC line up, and the Rfi81 is absolute perfection.'n The mid-1g70s Honda
CB55e four-cylinder engine is a near approximation of a 1960s 5OO cc GP motor,
but the Honda chassis has long been a limiting factor in creating a truly sporting
motorcycle. LaFountain's first order of business was to rectifythat probtem; he set
about chopping bits of tube from the standard CB frame until he was left with a
rnere 39 percent of the original metal, then added tubing to create the silhouette
of a factory Honda racer, a lightweight twin-loop design, which is the legacy of
Mike Hailwood's demand for better GP handing. The frame took serious time and
effoft to get right, but the finished article looks so right he's selling replicas of his
replica. Sticking with his allJapanese theme, a big Suzuki Water Buffalo double-
sided 4 leading-shoe front brake sits in heavier CB75O forks, white the rear drum
is a beautifully reworked CB77 brake. That subdued blue-gray tank looks like a fac-
tory race-team discard, but it is actually an artfully bashed-in lGwasaki KZIOOOR
item. With a delicate race seat and narrour front fender also painted steely blue,
plus slim handmade controls and discreet matte black 4-1 exhaust, the machine
has an understated harmony, and looks both vintage and authentic. Anyone who
really knows their "CBs" won't be fooled, but will be intensely curious about how
this gorgeous period piece came together so well. (FdO)

Bike Name: Honda CB55O I|EI Rebuild Motor: Engine: performance eamshafts, Rear Suspension/Shocks: Cu sto m Electries/lnstruments: Handmade
Make: Raccia Motorcycles Bike Gategory/Gene: Caf6 racer oversized pistons, port, and polish TiresAlllheels: Excel high-shouldered FainUPowder: Painted by my painter
Creator: Michael l-aFountain Yeer of Rebuild:2Q12 Exhauet Started as old after-market rims; Avon tires Geoff Giammarco
Frame Modifications: Frame: Raccia headers then made a muffler and fused Brakes: Front modified Suzuki GT75O Approxlmate Work Hours: Hundreds
IUI Donor (see below) them together drum; rear: modified Honda CB77 Edition: Unique
Manufacturer: Honda Bodywork Tank is a heavily modified Front Suepension/Fork Honda CBTSO Hand Gontrols/Handlebars: Magura
Model: CB55O Kawasaki I{ZrcOO; other bodywork heavily modified with race internals; race bars
Year of Bulld: 1977 handmade out of aluminum reshaped stock triple clamp Foot Controls: Handmade

72

Raccia Motorcycles
TR6
The venerable Triumph Trophy is probably the most-customized British motor-
cycle eve[ so making a standout machine takes some kind of ingenuity. Rac-
cia motorcycles created perfect proportions to their caf6 racer TRO by doing
the unthinkable; adding a lapanese big-bore multi-tank to the delicate Triumph
chassis. The KZleOeR tank was heavily moditied by Mike lsFountain, but re-
tains the mass-with production seams at the bottom, which is the giveaway to
its origins-while skillfully eliminating 1980s bloat.
n'l'm
always trying to change
proportions and form ne,w lines to create a unique look, which stems from my
love of vintage GP race bikes. A purist would probably think it's blasphemy to
put a lapanese tank on a British bike, but I haven't had any complaints yet!"
After altering the frame for a more compact overall package, Mike built an alu-
minum battery box and the seat, whlch has a Manx-like cutout for the oil filler.
With swept-back pipes and lowered forks, he's captured the feel of a 1966s GP
bike; compact, tidy, and very appealing. {FdO}

Bike Name: TRE ITI Rebullcl Motor: Rebuilt with Morgo 75O kit per- Brakes: Stock drums
Make: Raccia Motorcycles Blke Category/Gene: CafE racer formance valves Hand Controls/Handlebars: Clip-ons
Creator: M ichael LaFountain Year of Rebuild: 2911 Exhauet Handmade Foot Controle: Handmade from
Frame Modificatlone: Removed tail Front $uEpenslon/Fork: Rebuilt/modi- aluminum
tU Donor section fied cartridges Electries/lnstru ments:
Rewi red

Manufactunar: Triumph Bodywork Handmade seat made of Rear Suspension/Shocks: Hagon FainUPourder: Frame tank and seat
Model: TRG aluminum; modified Kawasaki KZIOO9; shocks painted
Year of Build:1969 handmade oil tank Tl ree/Ullheels: Avon Road rlder Ediltion: Unique

73
Golorado Norton Works
CNW Limited Edition Caf6
Some customizers focus on one make of motorcycle-usually Harley-David-
son, but sometimes Vincent or Ducati-but it's rare to find a builder whose spe-
cialty is one model exclusively. Matt Rambow's Colorado Norton Works could
be named Commando Works, as uprating the late Norton twin is his calling. He
transforms ordinary Commandos-which won "Machine of the Year" five years
in a row-into more reliable, easier starting, fasteri and lower-slung caf6 racers.
"l believe that stripped down British bikes built in the 195Os and 196Os truly are
timeless, and the look is hard to beat." The Limited Edition Cafe Commando
is built around a new frame designed by Rambow and Jeff Cole (C&I Frames),
which is compact yet retains the standard Norton geometry, developed from
decades of GP racing. Marzocchi forks with Suzuki 4LS brakes are about as
good as drums get, and give an old-school feel. And while the custom Evan
Wilcox aluminum bodywork is pure'l960s race style, the extensive engine de-
velopment, reconfigured cylinder head, and flat-slide "pumper" carbs make the
858 cc machine as "good to go" as it is for show. (PdOl

Bike Name: CNW Limited Edition Caf6
Make: Colorado Norton Works
Creator: Matt Rambow
tTI Donor
Manufacturer: 850 cc Norton
Commando
Year of Build: 1973/1974
tUI Rebuild
Bike Category/Gene: Caf6 racer
Year of Rebu i I d: 2011-2@14
Frame Modifications: Custom-made
frame by leff Cole; design by CNW and
Jeff Cole; oil tank in back bone using
Commando geometry; TIG welded
chrome-moly tubing
Bodywork: Custom alloy fabricated by
Evan Wilcox; design by CNW and Evan
Wilcox
Motor:858 cc Commando; Fullauto
ported head; modified JE pistons; cus-
tom'l mm Total Seal rings; web cam;
radiused lifters; ceramic coated barrel;
crank case breather modification
Exhaust Fast Frog Big Bore'16/a"
stainless-steel
Front Suspension/Fork Custom; based
on a 39 mm Showa; modified internals;
modified legs; CNW stainless axle;
lowered 2"
Rear Suspension/Shocks: Hagon;
stainless-steel body; 20 kg spring;
medium body
Tires/Wheels: Sun rims; stainless
spokes, and nipples; front: WM3 x 18";
rear: WM4.5 x 17"
Brakes: Front: CNWBrembo Dual 12"
full floater with 4 pad calipers; Brembo
Radial, master cylinder; back CNW
Brembo 10.5. full floater with 2-piston
calipers; Brembo master cylinder
Electrics/lnstru ments: C N W electron-
ics package with center console
PainVPowder: CNW powder coating
with primel base coat plus clear coat
Approximate Work Hours: 350 hours
Edition: Total production of 13 bikes
Retail price: $++,9SO

74

Champions Moto
Brighton
One of three Champions Moto Hinckley twins to be featured in The Ride, the
Brighton shows the versatility of both the donor bike and Champions Moto
chassis, parts, and concept. Rather than a stripped-to-the-bare-bones street
tracker, the Brighton is a classy caf6 racer with a dozen neat touches.
The name comes from the English seaside town that was a mid-l968s mecca
for Brit bike-mounted Rockers and scooter-riding Mods to visit on the week-
ends and public holidays. Brighton, a former favorite vacation spot for British
royals, gained public notoriety due to the fact the seafront would sometimes
become a battleground as the two factions fought for pride and teenage kicks,
throwing deck chairs and clenched fists. Thanks to its thoroughbred racetrack
genes, this caf6 racer could hold its own in a traffic-light skirmish, too.
The competition pedigree is in evidence in the form of the chrome-moly chassis,
Keihin f latslidecarbs, and RaceTech adjustable reartwin shocks.The performance
modif ications have been mixed with the traditional elements of hand-formed alloy
bodywork-painted to resemble an earlyTriumph Speed Twin;Grimeca f ront drum
brake and heavily modified Yamaha XS65O rear drum; custom-made billet triple
clamps made to look like cast items; fork gaiters and Ace bars.
Thanks to a massive reduction in mass and a healthy increase in horsepower,
the Brighton's power-to-weight ratio comprehensively trumps the Thruxton,
Triumph's own cafe racer-styled twin. With high rear-sets and twin exhausts
tucked out of the way, riders would have to be on a mission to run out of ground
clearance, too.
Being faster, lighter, and more stylish than any showroom bike was always
the caf6 racer's raison d'6tre and the Brighton upholds the tradition tremen-
dously well. (Glt

Bike Name: Brighton Year of Build: 2OO4 Motor: 865 cc twin; custom ported Rear Suspension/Shocks: Race Tech Paint/Powder: Custom
Make: Champions Moto head; cams; lightened flywheel; CP pis- Tires/Wheels: Excel Akront-style; 18" Edition: Unique
Creator: Richard Varner and Richard lTl Rebuild ton; MSD programmable ignition; Keihin Du nlop vintage-style KB1/K7O Retail price: $32000
Pollock Bike Category/Gene: Cafe racer 39 mm carbs Brakes: Brembo/Grimeca 4 leading
Year of Rebuild:2O1O Exhaust: Custom pipes with shoe drum
tTl Donor Frame Modifications: Custom frame megaphones Hand Controls/Handlebars: Cham pions
Manufacturer: Triumph Bodywork: Champions Moto tank; Front Suspension/Fork: Triumph, Moto clubman bars
Model: Bonneville seat; side panels custom triples Foot Controls: Custom

75
Champions Moto
Street Master
Former aerospace fabricator Richard "Mule" Pollock consistently raises the
bar when it comes to creating street trackers. When compared to other mo-
torcycles in this genre, his bikes mix unprecedented levels of go and show. He
solves problems most builders are willing to live with, by creating or commis-
sioning his own triple clamps, hubs, frames, and bodywork. When he uses off-
the-shelf items, they tend to be race components, and
sure they work without problems on the road.
he works hard to make
Richard's company, Mule Motorcycles, has been building this style of dirt
track-bred road bike since the 1990s. A master designer and former dirt track
racer, Mule has the all-important stance of this style of bike nailed.
Mule developed the Streetmaster for Champions Moto. This is the prototype,
and weighs just AA kg (31O lb); an incredible figure considering the original
Triumph engine alone is close to 90 kg eAO lb). To reach that weight cost
$75,OOO in research, development, and titanium.
The frame is chrome-moly and was designed for Champions Moto to sell
as lower-specification replicas and rolling chassis. The tank is alloy, the seat
carbon-fiben spokes for the tubeless tires are titanium, as are the brake discs.
The frame, swingarm, triple clamps, footrests, sidestand, and titanium exhaust
are all Mule designs created for, and marketed by, Champions Moto.
Streetmaster developed the hydraulic clutch and new primary cover to replace
the stock Bonneville's cable-operated original.
The finished Streetmaster was track-tested on the dirt ovals of southern
California and it f lew. (Gl)

Bike Name: Street Master Year of Build: 2AO4 head; cams; lightened flywheel; CP pis- Tires/Wheels: Jupiter wheels, Dunlop 19"
Make: Champions Moto ton; MSD programmable ignition; Keihin d i rt track (Dl 637/D361 6)
Creator: Richard Varner and Richard fIl Rebuild 39 mm carbs Brakes: Wilwood
Pollock Bike Category/Gene: Street tracker Exhaust: Champions Moto custom Hand Controls/Handlebars: Custom
Year of Rebuild:2OOB titanium 2:1 pipes Paint/Powder: Custom
tTI Donor Frame Modifications: Custom frame Front Suspension/Fork: Triumph Speed Edition: First edition
Manufacturer: Triumph Bodywork: Custom tank and seat Triple Retail price: $32000
Model: Bonneville Motor:790 cc twin; custom ported Rear Suspension/Shocks: Race Tech

76
77
Champions Moto Like the Streetmaste[ the Miler's lightweight chrome-moly chassis takes
inspiration from a dirt track race-bike frame in weight, design, and geometry.
That's where part of the name comes from, the mile-long oval dirt tracks that
SO-CAL Miler host the blue-collar bike sport of dirt track racing. The frame's downtubes ter-
minate at the front engine mounts, not extending under the frame like the stock
With its hand-beaten and highly polished aluminum bodywork, the SO-CAL bike's bolt-on rails.
Miler is a very different proposition to Champions Moto's other featured street The rolling chassis was built by Mule Motorcycles and features fat 19-inch
tracker, the Streetmaster. rims running chunky Dunlop dirt track race tires, Brembo brakes, custom triple
clamps, wide bars, and Race Tech shocks. The bodywork and styling was devel-
oped by Pete chapouris and limmy Shine of the so-cAl Speed shop.
The curves and colors evoke memories of Bonneville Salt Flat speed trial
streamliners built by the legendary SO-CAL Speed Shop-whose history dates
back to the very first days of Californian hot rod culture. Champions Moto col-
laborated with the custom car builders to develop and produce a limited run of
2O built-to-order Milers-a bike they describe as a "Deuce Hi-boy roadster with
two fewer wheels." (GI)

Bike Name: SO-CAL Miler t[I Rebuild 39 mm carbs Brakes: Brembo

Make: Champions Moto Bike Category/Gene: Street tracker Exhaust Champions Moto custom high Hand Controls/Handlebars: Champions
Creator: Richard Varner and Jimmy Year of Rebuild:2O1O pipes with internal baffles Moto bars; Brembo MC; Joker throttle
Shine Frame Modifications: Custom frame Front Suspension/Fork: Buell Cyclone PainUPowder: Custom
Bodywork: Custom tank, seat, side M2; machines; shot peened; chem film Retail price: $3ZOOO
fI] Donor panels Rear Suspension/Shocks: Race Tech
Manufacturer: Triumph Motor: 865 cc twin; custom ported head Tires/Wheels: Buchanan's custom
Model: Bonneville cams; lightened flywheel; CP piston; wheels, Dunlop 19'dirt track (D1637/
Year of Build: 2AO4 MSD programmable ignition; Keihin D3616)

78
 Cafe Racer Dreams:

Pedro Garcia and Efraon Triana have bucked the economic trend in southern
Europe, hitting the sweet spot between retro style and modern mechanicals.

luryrr
ffib * rf

s
l'€
Itt -
7t
W&-
ffi'o*

\
Garcia (left) and Efraon Triana (right)

80

Cpain may have been hit harder than most countries
J by the Great Recession, but it has a tremendously
resilient custom scene. lt helps that the lberian Peninsula
is steeped in motorcycle culture-just look at the number of
teenagers on bikes in the cities, or the number of Spanish
riders on MotoGP grids.
One of the companies driving the Spanish scene is Cafe
Racer Dreams, o Madrid-based workshop started by Pedro
Garcia in 2010.. He's Ioved motorcycles as long as he can
frJ
remembe[ and his interest turned into an obsession when
he rode a little Yamaha PW dirt bike at the age of six. But his
mother didn't want him to have his own bike, so he had to wait
until he was a teenager before he could buy a small moped,
That moped was soon replaced by a more grown-up
Vespa, then a Honda NSR, then a Yamaha RD350, and then
a succession of fast spoftbikes-from a Suzuki GSX-R7SO to
a Honda CBR60O and several Ducatis. Yes, Pedro feels the
need for speed. "l bought the bikes with my own money, but
81
in fear of my mothe4" Pedro laughs. "But now that bikes are
my professional life, ffiy mother is my #1 fan!"
Pedro's life has always been a mix of art and petrolhead
passion. For five years, he worked as an assistant to well-
known sculptors in Spain. Then he spent two years as the
sales manager for Ducati Madrid, and five years as a driver
for Porsche during new car launches. But after taking a year
out to travel around Australia, he decided he wanted to build
bikes for a living.
 "There's a new culture among
younger riders and even fhose not
so young. People want to be more
individualistic, and one way is to
own a custom vehicle."
Pedro Garcla

{F*

{f +"'*
*.. d.

82
 z#i
)t
:I
ri, ,+-'*

*
,l df,i f,illEr*:; , &
t-

o r\
I ,4.

CRD #14 The Challenge

Turning their attention to the vintage BMW R-series, Cafe Racer Dreams cre-
ated the CRD #.14, nicknamed The Challenge, a rebuild of the 19BO 749 cc
RZS/5 boxer. Teaming up with the local BMW specialists MaxBOXER, Pedro
Garcia and his team started from the ground up, created a new rear frame,
and installed a matching custom seat and lightweight fenders. The CRD #14's
sump is protected by a custom-made guard that will brush off obstacles while
offroading. The suspension has been upgraded with new fork internals at the
front and Hagon Nitro shocks at the back. And a set of Continental's highly
rated TKC BO Twinduro Dual Sport tires have been fitted to enhance the R75's
offroad prowess considerably. Renthal "street Fighter" bars and Tarozzi pegs
improve the riding position. Several kilos have been trimmed from the stock
210 kg (463 lb) curb weight. The overhauled motor retains its stock internals-
and the oft-maligned 32 mm Bing CV carbs, but comes with K&N filtration, and
a custom exhaust system deslgned by CRD and built by new local brand GR'

Bike Name: CRD #14 The Challenge tIl Donor t{l Rebuild
Make: Cafe Racer Dreams Manufacturer: BMW Bike Category/Gene: Vintage scrambler
Model: R75/5 Year of Rebuildl. 2O12
Year of Build:1971 Frame Modifications: /2 lrame
1

Approximate Work Hours: 200 hours

83 Cafe Racer Dreams

 "l bought a Honda CB9OO Bol d,Or to restore,,' he
remembers. "l planned to turn it into a 'race bike for the
street'. Some of my friends thought I was crazy to spend
money on a motorcycle that was 3O years old, but that was
the start of Cafe Racer Dreams."
Pedro used skills heU picked up at the Ducati dealership,
and the Honda started to take shape. lt became cRD +F1,
and it's still Pedro's personal ride. Then he bought two more
cBs, customized them, and put them up for sale. ,,lf no one
bought them, ffiy adventure would have ended right there!"
Fortunately the cBs were snapped up, and pedro real-
ized that he could make a living. He abandoned his small
garage in the center of Madrid and decamped to Alcald
de Henares, a small and historic town on the outskirts of
the city. Today, he rents two industrial buildings of over
3oo square meters each. one houses a workshop with a
professional paint booth, two motorcycle lifts, a car lift,
workbenches, and tools of all kinds. Upstairs, there's a
storeroom for the online retail business, an office, and a
slot car track for relaxation. The other warehouse holds

"Yott need to know your audience.

Then you must add passion and
hours of work-many, many hours
of work!"
Pedro Garcia
parts and whole bikes, ready to be transformed into dream
machines.
The setup is ideal, but the first two years were a rocky
road. ln late 2o12, Pedro returned from a vacation: not
refreshed and ready for action, but with a sinking realization
that he was in over his head-with a mechanic on the verge
of leaving and a substantial rent bill to pay.
Then Efraon Triana appeared. HeU been painting pedro's
bikes up to then, but he also had excellent technical skitls,
which he offered to Pedro. "when I walked into Efraon's
studio for the first time, everything was spoilessly clean and
perfectly laid out. I explained my situation and offered him a
partnership."
After a two-week trial period, Pedro and Efraon decided
to formalize the relationship. The company stabilized and
CRD #5 Ciclope grew, and there are now three employees: Carolina, who
A rebuild of a 198O Honda CB75O KZ model, Cafe Racer Dreams' CRD #5 that is elegantly concealed in an aluminum box near the swingarm. The original
handles the financial side, Jeru, "the kid for everything,,' and
boasts with a glossy brown-and-black color scheme. The three-month overhaul C8750 fuel tank has been cut and repositioned for a sleeker look, with the igni- Marcos, who helps with the mechanical and electricat work.
includes a slight power boost, thanks to new Keihin carburetion, free-flowing air tion lock positioned on the right-hand side and a manual "choke" on the left.
filters, and a Megatron muffler. Weight has been decreased with stripped-down "Everything about electricity is heavy," pedro bemoans. He
Up front are Renthal Ultra Low handlebars married to enduro-style switchgea6
bodywork, miniaturized instrumentation and headlight, and a compact battery vintage-style coker Diamond rread tires, and cBR 600 brakes.
describes the workshop atmosphere as "filled with humor
and companionship."
Bike Name: CRD #5 Ciclope
The Cafe Racer Dreams name is apt: pedro and Efraon
tTl Rebuild Foot Controls: Custom
Make: Cafe Racer Dreams Bike Category/Gene: Street tracker Other Modifications: Hide all wires;
are literally selling dreams to their customers. ,,The dream
Year of Rebuild:2O11 place battery under swingarm is the bike they have in their head," pedro explains. ,,we
tIl Donor Frame Modifications: Rear chassis
Manufacturer: Honda
Approximate Work Hours:180 hours make that dream real, bringing it to life using photoshop
Bodywork: Custom Edition: Unique
Model: CB75O KZ Brakes: CBRGOO Brake Bomb and freehand drawings until we're ready to build. We aim for
Year of Build: 19BO Hand Controls/Handlebars: Renthal machines that are simple and elegant. Our bikes need to be
Ultra Low handlebars
usable and balanced."

84
Cafe Racer Dreams
 When pressed to name contemporaries that he admires,
Pedro mentions Deus for their brand and the Wrenchmon-
kees for their bikes. 'At the start, the Wrenchmonkees in-
spired me to customize motorcycles, but in a different style.
You can't copy their designs, which unfortunately happens
daily with them-and is starting to happen with us too."
Like most successful builders, Pedro and Efraon are
exploiting a widening gap in the market: they're capital-
izing on most manufacturers' inability to design bikes
that inspire passion. "There's a new culture among
younger riders," Pedro notes, "ond even those not so
young. People want to be more individualistic, and one
way is to own a custom vehicle. Automakers are doing this
well-look at the sales success of Mini and the Fiat 5OO.
It's about mixing two things, personalization with vintage
or'retro.' There's also a growing appreciation of vintage
fashion, of reusing materials, and a distaste for anything
too 'modern' or disposable. lt's the opposite of the 199Os,
when everyone loved plastic. Now everyone loves metal-
recycled metal."
Cafe Racer Dreams is strongly associated with Triumph
Bonnevilles-the perennial favorite of custom builders ev-
erywhere, and along with Moto Guzzi's \7 range, one of the
few current production bikes to acknowledge the past. But
Pedro's favorite build is a departure: it's a 1971 BMW R75/5
reconfigured into a dual sportbike. "That was the first BMW
we made, and we were not sure of the result," says Pedro.
"lt wasn't a commission, either. But it came out good, and

?r--
ri.,

CRD #19 Apolo

A dirt bike realigned for road use, Cafe Racer Dreams'CRD #19 Apolo origi-
nates from a complete strip-down of a 1991 Honda XR600. The entire rear of
the chassis was rebuilt to accommodate the new seat unit and a sleek new tank
taken from a Honda CG 125, completely transforming the look of Honda's ven-
erable thumper without compromising off-road ability. The wheels have been
swapped out for classy Excel rims-l9 inches at the front and 1B inches at the
back-shod with Pirelli Scorpion MT9O/AT dual sport rubber. The XR6OO's gutsy
air-cooled motor needed no improvement aside from K&N filtration, (ln case
you're wondering, the "RFVC" Iabeling on the cylinder refers to Honda's Radial
Four Valve Combustion valve layout.) A handmade exhaust system from Span-
ish company GR liberates a few more horses. All is topped off with custom bars
and headlight and taillight designs, and a low-key paint job by Monochromo.

Bike Name: CRD #19 Apolo Iitl Rebuild Tires/Wheels: Excel rims 18" and 19"
Make: Cafe Racer Dreams Bike Category/Gene: Street tracker Pirelli Scorpion MT 99
Year of Rebuild:2O12 Paint/Powder: Custom
ITl Donor Frame Modifications: Half of the chas- Approximate Work Hours: 2OO hours
Manufacturer: Honda sis (rear part)
Model: XR600 Exhaust: GR handmade exhaust system
Year of Build:1991 Rear Suspension/Shocks: Ohlins shock
2 cm shooter

86
CRD #21The Stroke
The Harley-Davidson brand is strong in Cafe Racer Dreams' home country, with Ohlins components, and the headlight relocated well below the line of the
Spain, but most customs are of the f ringed leather variety. So Pedro Garcla and bars. Controls and brakes are by Performance Machine, foot controls by Taro-
his team took a different approach. Fitting l7-inch wheels, they created CRD zzi.Theseat is custom-made and fitted onto a modified rear frame. A complete
#21, nicknamed The Stroke. Based on a2OQ7XL12OA, the 2O'13 rebuild runs a repaint, including hand-lettering, finishes the muscular, nose-down Sportster.
tank by Storz Performance, which also supplied the pipes, with breathing en-
hanced on the inlet side by K&N filters. The suspension has been upgraded

Bike Name: CRD #21 The Stroke
Make: Cafe Racer Dreams
Creator: Cafe Racer Dreams
wl Donor
Manufactu rer: H a rley- David so n
Model: XL12OO N ightster
Year of Build: 2OOT
tTI Rebutld Ontins Performance Machine
Bike Category/Gene: Naked bike Tires/Wheels: Pirelli Scorpion, front: 17' Paint/Powder: Paint by Cafe Racer
Year of Rebuild:2A13 PA/7@; rear 17" 164/6@ Dreams
Frame Modifications: The rear part of Brakes: 320 mm (disc) 2OA7 Suzuki Other Modifications: Gasoline tank
the chassis GSX-R brakes from Storz
Exhaust: Storz Hand Controls/Handlebars: LSL Approximate Work Hours:185 hours
Front Suspension/Fork: Origina I Foot Controls: Tarozzi Edition: Unique
Rear Suspension/Shocks: 36O mm Electrics/lnstruments: Control lights by Retail price: €15,000 to custom

87 Cafe Racer Dreams

 -=.-

CRD #1 Bold'Or
Cafe Racer Dreams' debut bike, the CRD #1 Bold'Or is special for the company
and its makers. They took a 1983 Honda CB9OO Bol d'Or as a basis, but dis-
mantled it completely to restore and reassemble it precisely in line with their
ideas and specifications, adding unique features such as a custom seat, dif-
ferent head- and taillights, and custom paint. A trimmed endpiece amounts to
a look much sharper than that of the Honda CB9O0 Bol d'Or. There's a hint of
Craig Vetter's Triumph X-75 Hurricane in the way the CRD#01 Bold'Or's body-
work flows f rom the tank to the side panel.

Bike Name: CRD #'l Bold'Or IUI Rebuild

Make: Cafe Racer Dreams Bike Category/Gene: Caf6 racer
Year of Rebuild:2A1O
ITI Donor Approximate Work Hours: Around 180
Manufacturer: Honda hours
Model: 1983 Honda CB9O0 Bol d'Or Edition: Unique
Year of Build:1983

88
 It
jllf:+
-GD
il
,l

it has a soul." lt's now one of the best-known Cafe Racer

Dreams'builds.
The emphasis might be on retro style, but the boys from
Madrid have a very modern approach to getting their work
into the public eye-and with it, the tricky business of stay-
ing profitable.
"You need to know your audienco," says Pedro, "and who
should be in that audience. lt is not easy, but for a brand
it's essential. Then you must add passion and hours of
work-many, many hours of work! You also need to cultivate
a careful image on the web and in social media, and have
\}.-
ti\-' a good website design. Be active on social networks. Be a
professional with the people you deal with, and with your
l"' .-
potential clients."

$r* He has a clear vision of the future. "lt's about recycling.

Classy rather than flashy, little winks to the past mixed with
new trends. Attention to customizing every detail. I think
that's what many successful builders understand, but they
all react in their own way. There is no right or wrong way.
And that's where you find the grace and the beauty of this
game." (CHl
\

89 Cafe Racer Dreams

Medaza Cycles: I t came as a shock to the whole Custom world when a
I pair of relatively unknown builders from a small town
The Custom world has a way of keeping track of talent,
and Medaza Cycles (Gork slang for "eff'n great") has quietly

lri sh
outside Cork, lreland, took away the World Championship at gained a following for their unique ltalian-based customs,

New the 2O13 AMD show in Essen, Germany. Even more surpris-
ing; the winning bike was a caf6 racef and a Moto Guzzi flat
single at that! lt was in some ways the best possible out-
come, as the l0th anniversary AMD show was the first World
which emphasize road performance. The southern lrish
countryside has a rich, historic motorcycle culture, which
stretches back to the dawn of racing, producing a string of
GP and TT champions. Several World Speed Records were

By building a futuristic caf6 racer
custom to suit their local riding
habits, Med aza del ivered a bike
for the ages,
Ghampionship held outside the United States, and while
show organizers at American Motorcycle Dealer magazine
are exclusively V-twin focused, voting for the World Cham-
pionship is conducted by the entrants, not the hosts or a
panel of judges. And the Euro-heavy competitors had no
issue with handing laurels to a non-American bike.
made on Cork's public roads in the 1930s. Medaza's princi-
pals, Don Cronin and Michael O'Shea, hang out with a Iocal
club known informally as "the Ducks," though Don clarifies
"lt's not so much as a club as a loose group of bike-building
buddies living locally," and reminds us that "of the five pre-
vious lrish AMD champions, four were 'Ducks."'They're also

90
 Bonnevilles, plus many others. I never really considered
those bikes caf6 racers. The term was out of fashion at the
time; they were iust the bikes I was into. I live out in the coun-
try and there's a bend every 5O yards, so big cruisers are no
good-light and nimble is the way to go. Parts availability was
near zerofor my machines, so ljust kept modding them with
bits from other stuff. I was quite surprised to see that type
of bike come back into style, but I guess it's true what they
say-if you wait long enough... I'm not so much fashionable
as so far out of fashion that the bunch have Iapped me!
"l've always had a soft spot for ltalian machines. I ad-
opted the moniker Med aza Gycles in 2OO9 after building
the Medaza 5OO (a Morini-based chop) for the AMD World
Championship that year in Sturgis. If we had a philosophy it
would be 'ingenuity before bought'. A lot of the real creativ-
ity happens in the workshop after hours when myself and
a few good friends work on each other's bikes as a kind of
social thing. The bikes are built for the pleasure of it, and I
hope it shows."
Cronin had the idea for a Moto Guzzi single-cylinder
custom for some time, but the original, pre-1967 Fal-
cones are coveted, and "too expensive to break up." But
the 19n -1976 version, the Nuovo Falcone, is considered
something of a mule, and is relatively inexpensive, if still
rare. The Nuovo was built for utility as a police and military
hack with no sporting pretensions, featuring a full-cradle
tube frame with conventional forks and rear shocks, and a
unit construction wet-sump 5OO cc pushrod motor in a very
mild state of tune. The Nuovos were never fast, but they
were stone reliable, and built to withstand the heavy boots
of soldiers and cops. "The Nuovo Falcone is considered the
poor relation of the more venerable Falcone, so they're a bit
easier to source. ln standard form they're ugly as sin, but
therein lay the challenge! The donor bike for the build (a 1971
model) turned up as a project, so it fit the bill."
Cronin and O'Shea completely reimagined the Falcone
Nuovo, turning an ugly duckling into bird of prey. All that
remains of the original machine is the engine, and even

hard riders. As Don adds, "There's nothing quite like show-

ing a big bike a clean pair of heels, riding a little 350 Morini
down a twisty back road!"
That Medaza's "Rondine" (ltalian for "swallow") is a caf6
racer makes perfect sense, given the riding conditions of
their home turf. "The caf6 racer theme was easy for me, ?s
that's mostly what l've built in the past. I've had a long af-
fair with caf6 racers, though for a long time I didn't actually
realize that's what they were! While my buddies were mostly
riding choppers, lwas usually on some pared-down Brit or
Italian bike. I had a V5O Moto Guzzt that !U made a body kit
and tank for, a modded 25O Ducati Desmo (that had once
been used in the lsle of Man TI then toured by a pal of mine
across Europe and down into Africa before landing in my
hands!), a 45O Ducati single, a Guzzi Le Mans, a couple of
35O MV Agusta, several Moto Morini 3112's both modded
and standard (my all-time favorite), both unit and pre-unit

Rondine
Bike Name: Rondine
Make: Medaza Cycles
Creator: Don Cronin and Michael
O'Shea
Support Chris Harte and James Mc-
Carthy
fU Donor
Manufacturer: Moto Guzzi
Model: Nuovo Falcone
Year of Build: 1971
ITI Rebuild
Bike Category/Gene: Vintage racer
Cronin; rake: 56"; stretch: 45 mm; trail:
140 mm; front end: one-off girder
Bodywork One-off by Don Cronin
Motor:5BO cc bore; raised compres-
sion; lightweight valves and uprated
springs; modified lubrication system;
pumper carb; one-off Iightened
Exhaust One-off stainless-steel ex-
haust by Medaza
Front Suspension/Fork: One-off girder
forks by Medaza Cycles incorporating
V-Rod swingarm and Fournales shock
Rear Suspension/Shocks: Monoshock
Tires/Wheels: Modified V-Rod with 19"
discs; caliper mounts by Medaza chromi ng/plating by owner
Hand Controls/Handlebars: Stainless Other Modifications: Seat upholstery by
bars and levers by Medaza; modified Grant Ward
Brembo master cylinder Approximate Work Hours: Two winters;
Foot Controls: One-off Medaza foot who's counting?
controls Edition: Unique
Electrics/lnstruments: Electrics by Retail price: p.o.a"

Year of Rebuild: 2@12/2013 flywheel; one-off permanent magnet tires Chris Harte (the Oracle) at Medaza
Frame Modifications: One-off by Don alternator; motor rebuild by Medaza Brakes: Harrison billet calipers; one-off Paint/Powder: Paint by Spectrum Paint;

91
that was stretched and shaped to suit Medaza. "The engine
rebuild included the fitting of a 58O cc piston and compres-
sion increase, lightweight valves with uprated springs, ?
modified Iubrication system, puffiper Dell'Orto carb, and
one-off permanent magnet alternator." Unlike the original
Falcone, the Nuovo uses a large aluminum engine cover
to keep the external "bacon slicer" flywhee! away from
soldiers' feet; Cronin did away with the cover entirely, and
machined his own flywheel of chrome-plated steel, with an
aluminum Moto Guzzi plate fitted into a recess.
Where the Rondine really shines is the chassis, which
incorporates a surprising number of aluminum Harley-Da-
vidson V-Rod parts. Both the wheels are ex-Rod, modified to
accept large-diameter disc brakes, and a V-Rod swingarm
has been split in two and reshaped to form the blades of a
"Girdraulic"-type front fork, reminiscent of a Vincent Black
Shadow. "lngenuity before bought," or in this case, the
ingenious reinvention of junlqyard-salvaged parts to serue
functions never imagined in Milwaukee.
The V-Rod wheels and swingarm are nearly the only
off-the-shelf parts used on the Rondine. "The frame, tin-
ware, and most of the other components were engineered
in-house." Sweet touches include a 192Os Andr6 steering

"The Nuovo Falcone is considered

the poor relation of the more ven-
erable Falcone, so they're a bit
easrer to source. ln standard form
they're ugly as sin, but therein lay
the challenge!"
Don Cronin
damper, and a belt-drive behind the flywheel spinning a
small alternator tucked discreetely beneath the fuel tank.
That tank and the seat, in matte aluminum to match the
wheels and forks, have echoes in caf6 racer history but
are more extreme than anything produced by a factory for
racing; theynre futuristic and clearly Custom, with an overall
effect of simplicity. The entire motorcycle evokes that ltalian
magic word, "Sprezzatura"-the art of making the difficult
look easy. The Rondine looks as if it was born fully formed in
our world, ready for battle, with no visible cues to the effort
of its creation.
"l started out as an amateur buildel as the scene here
in lreland is quite small. l've always modified my bikes but
never really put a label on them before now. They were just
the bikes that suited the back roads where I live; light and
quick," says Cronin. With an emphasis on "rideability," a
supremely creative eye, and first-class fabrication skills,
Medaza has already grown a significant fan base, and the
Rondine's well-deserued win of the World Championship
secured them a spot at the top tier of global bike custom-
izers. (PdO)

92
Medaza Cycles
Sundance
Super XRH13OO
At first glance it may seem like just another nice old Harley-Davidson, may-
be even something once owned by Elvis Presley. ln fact, Sundance's Super
XRH.130O is anfihing but nice and old. "lt's designed to look like a classic, mild-
mannered',l965 XLH Sportster, but with modern technology and build quality.
It's really an entirely original creation," says Sundance boss and chief fabricator,
Zak Shibazaki.
Underneath that conservative beige bodywork there's a genuine C&J oil-
carrying flat-track frame, its rear subframe modified to accept dual "chrome
rocket" shocks and a big bench seat. Sundance had a stock fuel tank replicated
in aluminum, its right side notched to clear the first of two Sundance-Keihin flat-
slide carburetors. Fenders are fiberglass lookalikes patterned after the ful[-cov-
erage steel originals, and widened one inch to accommodate modern rubber.
What starled out as a stock Sportster BB3 five-speed engine now displaces
1300 cc via a 93 x 96.7 mm bore/stroke, with billet aluminum cylinders crowned
by Zak's hand-ported high-performance Super XR heads. A custom-made,
period-looking 2-2 stainless-steel exhaust system boosts power output to a
nasty 11O hp-that's dyno-tested at the rear wheel. As Elvis himself might say,
"Lawdy, Miss Clawdy!" (DEl

Bike Name: Super XRHl3BO ITI Rebuild
Make: Sundance Enterprises, lnc. Bike Category/Gene: Roadster
Creator: Zak Shibazaki Year of Rebuild:2OO2
Frame Modifications: Modified C&J
t$lDonor flat-track racing f rame; new seat sub-
Model: Sportster B83 f rame, modified for attachment of dual
Year of Build: 1998 rear shocks
Bodywork: Custom-made al u minum
fuel tank and fiberglass fenders; rear
fender widened for larger-profile tire;
classic-look "Buddy"-style seat and FRP
base by Sundance
Motor: Stock Harley-Davidson Sportster
S-speed crankcase; billet high-silicon
aluminum cylinders; N ikasil-plated; bore
x Stroke: 93 x 96.7 mm; displacement:
13OO cc, 11O hp at rear wheel; S&S
cra n kshaft/f lywheel assem bly
Exhaust: Custom-made sta nless-steel
i Tires/Wheels: RK aluminum rims
2-2 exhaust with period-look XLH-style
mufflers mounted on right side
Front Suspension/Fork: Harley-Da-
vidson Sportster BB3-base forks; Sun-
dance Traktek fork springs; triple-clamp
offset reduced by 50 mm
Rear Suspension/Shocks: Modified
XLH-style shocks
mounting front tires: 1AO/9O-19; rear
tires: 149/79-18
Brakes: Harley-Davidson brakes with
sintered metal pads
Hand Controls/Handlebars: Aftermar-
ket classic-style handlebars
Foot Controls: Stock Harley-Davidson
Electrics/lnstruments: Nology coils for
dual plug configuration; Compu-Fire ig-
nition; li g htwei g ht I ith i u m-ferrite battery;
modified Harley-Davidson gauges
Paint/Powder: Powder-coated f ra me;
bodywork urethane paint
Parts: Essentially, most parts created by
Sundance
Edition: Unique

94
 Rough Crafts:

The Dark Arts

Rough Crafts'Winston Yeh is a smooth operator. Despite working in heauily-regulated Taiwan,
he's galvanized the Harley-Davidson world with a series of low-slung, blacked-out customs.

f a.

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g6
 lf,Iinston Yeh is not your everyday custom motorcycle
f f builder For starters, he often rides a tiny PGO 125 cc
scooter to work. He likes to build furniture. He's an accom-
plished graffiti artist and he's even created artwork for the
fashion designer AgnBs b.
The world knows him best for his "Guerilla" series of
bikes, though-menacing, somewhat militaristic Harleys
with huge curb presence. lt's a style that has also won the
approval of his peers: just three years after starting Rough
Crafts, Winston won the Modified Harley-Davidson class
at the 2A1R AMD World Championship of Bike Building. His
bike Stealth Bullet wowed the judges with its astonishing
detail and billet girder front suspension.
Winston is now a household name in the custom world,
but his success was a long time in the making. He traces
it back to his childhood, which he describes as nerdy. "My
father was an engineer who specialized in production de-

"So when every other seven-year-

old boy got their Lego pirate ship
or police sfation, I got the Technic
series-with all kinds of gears and
mechan'sms, Thaf's probably one
reason why I love what I do now."
Winston Yeh
sign. So when every other seven-year-old boy got their Lego
pirate ship or police station, I got the Technic series-with all
kinds of gears and mechanisms. That's probably one reason
why I love what I do now."
He became interested in motorcycles during his first
year at college. 'A classmate bought a lS0cc Yamaha and
he looked cool, so I got one myself." Winston started tinker-
ing with bikes, and carried the passion with him to Califor-
nia when he got a scholarship to study at Pasadena's Art
Center.
"Back in 2OO5 I figured I should get some parts to take
back home," he remembers. "l won an eBay auction and
called the seller to arrange the pickup. When I drove over I
realized it was the headquarters of Pefformance Machine- Shadow Rocket
and the guy lwas dealing with was a manager in their R&D Rough Crafts'debut at the Mooneyes Show in Japan, where it was the pick of wheels are forged aluminum RSD Black Ops, 1B-inch at the f ront and 16-inch at
department. the show for both Hot Bike magazine (United States) and Chopper )ournal Qa- the back, and Performance Machine brakes haulthe Fat Boy to a stop. Arguably
pan), Shadow Rocket is based on a 2?OZ-model FLSTF Softail, the first Fat Boy one of the best-looking Harley-Davidson engines ever seen, the 1,450 cc motor
"He wondered why an Asian kid wanted to buy their
to get Harley's counterbalanced Twin Cam BBB motor. But the bloated looks of has plenty enough grunt for cruising, so Yeh has left the internals stock. The
parts, so I told him I was studying design. He said, 'Roland's the stock Fat Boy are gone: Winston Yeh's vision is dark and glossy and sleek, timing and rocker covers are from RSD. Just about everything else on Shadow
inside, why don't you talk to him?' So I met Roland Sands and all the better for it. The sheet metal is new, from the gas tank to the fend- Rocket has been designed and fabricated by Rough Crafts. That includes the
and showed him my portfolio, including some photos of my ers, and the frame has been subtly chopped. The forks have been shortened, air cleaner, the bars, and the mid-set controls, the lighting, the seat and the
and custom fabricated lowers are hiding Progressive Suspension springs. The exhaust system.
graffiti designs. Roland said, 'Our wall is empty, why don't
you come over and paint it?' So I did."
Bike Name: Shadow Rocket Year of Build: 2OO2 Performance Machine open primary with RSD discs
Two weeks later, Winston was called back to design some
Make: Rough Crafts Exhaust: Custom Hand Controls/Handlebars: Roug h
T-shirts, and ended up working at RSD for nine months as a Creator: Winston Yeh tul Rebuild Front Suspension/Fork: Stock short- Crafts, Performance Machine
graphic designer. "l could observe how everything worked, Support: Chou, Ching-Tang Bike Category/Gene: Bobber ened; Rough Crafts billet fork covers Foot Controls: Custom
Year of Rebuild:.2O12 Rear Suspension/Shocks: Prog ressive Electrics/lnstruments: Rough Crafts
from designing bikes to designing parts. lt opened my mind
t$l Donor Frame Modifications: Subframe cut off Tires/Wheels: Firestone tires on RSD ht/ta i ll ig ht
g ri I l-type head ig
I

and I learned a lot. And when I finished my studies and had Manufactu rer: H a rley-Davidson Bodywork: Custom Morris Black-Ops wheels Paint/Powder: Air Runner custom paint
to return to Taiwan, Roland allowed me to choose a set of Model: Twin Cam Softail Motor: Stock with RSD Motor covers and Brakes: Performance Machine calipers Approximate Work Hours: 3 months

97
Pefformance Machine wheels. Those wheels started my
professiona! bike-building, and I put them on the AMD
Championship bike."
Success didn't happen overnight, though. When he
arrived back in Taiwan, Winston found himself facing an
uphill battle. One of the biggest obstacles was the annual

"l have a theory for building a cus-

tom. I don't want any one aspect to
overpower the others, and ldon't
want anything to stick out too
much. ldon't wantpeople fo see
the bike and say,'Wow, that paint
,s cool,'or nThat pipe rs radical."'
Winston Yeh
check for bikes over five years old: it includes a visual refer-
ence to the stock machine. Even changing the seat or bars
can cause problems. And worse, import taxes on foreign
motorcycles effectively double the price of a bike. "Younger
people love customs, but most can only atford a Sportster-
if they're lucky," says Winston.
He sums up his approach to bike-building in one word:
harmony. "l have a theory for building a custom. I don't want
any one aspect to overpower the others, and I don't want
anything to stick out too much. I don't want people to see
the bike and say, 'Wow, that paint is cool,' or'That pipe is
radical."' To ffie, that's a failure.
'*Everything on the bike should add a little bit to the
whole bike. Then seeing the machine as a whole creates de-
sire. So I always think about the complete picture. lf people
Iook further into it, they'll see the attention to detail and all
the 'tricks' put into it, so they'll love it even more."
Winston tends to work with the local restrictions on mod-
ifying bikes, rather than against them. "l study the lines of
the stockframe," he says, "then figure out what Ican chop
and what I can't. It's interesting to see people's reactions
when they realize that my custom bike is actually based
on the same machine they have at home-but enhanced in
every possible way." The Bomb Runner
His first step is to decide on the overall direction of the
bike. ('l'm always inspired by vintage racers-from board Conceived as an urban street machine to ride around town with, Winston Yeh's caf6 racer, and a street fighter. Most of the components are Rough Crafts'own
Bomb Runner started out as a Harley-Davidson Sportster Forty-Eight. Starting hard parts, including the tank and fenders, the triple trees, the rocker and clutch
trackers to cafri racers and everything in between. l'm not a from that base, it is finished with different silhouette, a higher rear shock and tail covers, the wasp-like raised tail section, and that amazing 2-l exhaust system.
'performance' rider though, and many of the builds have fat section, and a more aggressive lean-forward look. lt's the second in a planned RSD Black Ops wheels and Performance Machine black controls add a to the
tires and minimal suspension. What I try to take from vin- series of Guerilla bikes bearing Rough Crafts' signature blacked-out look and bike's look and quality feel.
components, but different build styles. The Bomb Runner is a mix of a bobber, a
tage racing is a sense of purpose, ond a purity of form and
function. That purity is what always attracts me."
Winston majored in industrial design, and that's the part Bike Name: The Bomb Runner t$l Rebuild ened Foot Controls: RSD
Make: Rough Crafts Bike Category/Gene: Street tracker Rear Suspension/Shocks: Custom Electrics/lnstruments: Roug h Crafts
he likes best when building-whether it's the overall look, or Creator: Winston Yeh Year of Rebuild:2O11 Tires/Wheels: Firestone tires on RSD gri ll-type headlight/taill ig ht
the design of individual parts. "l'm no fabricator, and a bad Frame Modifications: Subf rame cut off BOSS Black-Ops wheels Paint/Powder: Air Runner custom paint
mechanic," he admits. "l would rather focus on the design tTl Donor Bodywork: Custom Brakes: Performance Machine calipers Approximate Work Hours: 3 months
Manufactu rer: H a rley- Davidson Motor: Stock with RSD discs
and hire the best people to help build it. One of my guys has Model: Sportster Forty-Eight Exhaust: Custom Hand Controls/Handlebars: Roug h
been welding for over 2Oyears: How can I beat that? Year of Build: 2011 Front SuspensionlFork: Stock short- Crafts, Performance Machine

98
Rough Crafts
 I
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lron Guerilla
The lron Guerilla is a subtle reworking, and that's by intention. Taiwan has bikes, and if they look too modified, they will not be road-legal. With that in emerges at second glance. The bike takes Harley-Davidson's Nightster theme
a regulation that all bikes bigger than 25O cc need to go through an annual mind, Rough Crafts'Winston Yeh tried to keep comparatively close to the look a step further, with a chopped f ront end, new bars, bodywork, and lighting-and
test after they are older than five years. They are compared to images of stock of the donor bike, a Harley-Davidson lron 883; the delicate customization only a terrif ic exhaust system that adds to the compact, muscular vibe.

Bike Name: lron Guerilla IUI Rebuild ened Electrics/lnstruments: Rou gh Crafts
Make: Rough Crafts Bike Category/Gene: Bobber Rear Suspension/Shocks: Custom grill-type headlight/taillight
Creator: Winston Yeh Year of Rebuild:2A1O Tires/Wheels: Coker Beck-style tires Paint/Powder: Air Runner custom paint
Frame Modifications: Subframe cut off on stock HD rear wheels (both front
tSl Donor Bodywork: Custom and rear)
Manufacturer: H arley- Davidson Motor: Stock Brakes: Stock
Model: lron BB3 Exhaust: Custom Hand Controls/Handlebars: Custom
Year of Build: 2OOg Front Suspension/Fork: Stock short- Foot Controls: Stock

100
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Isearch for the best fabricator, the best rnechanic, and the
best painter in Taiwan for each proiect."
When it comes to CNC manufacturing and billet parts,
Taiwan is a world leader. *'lf you need any kind of machining,
laser cutting, CNC, or tube bending, there'll be a shop no
more than an hour's drive away. So it's easyto'make'stuff
without having to buy all the equipment." (lronically, when
Winston Sources obscure custom parts from the United
States, he sometimes finds that they were originally made
in Taiwan.) He also has people to help run his mail-order
parts operation, selling components that have debuted on
"official" Rough Crafts bikes.
The bike that really put Winston's name on the map is the
Bomb Runnel the second in his Guerilla series of builds. At
first glance, the machine could atrmost be a stock Harley-
Davidson Sportster, but closer inspection reveals its subtle
magic. "l like to keep the same Iines on the tank," Winston
explains, '*but iust narrow and shorten it. l'm basically
refining everything on the bike, turning it into a high-quality
custom, but retaining the stock frame""

"l'm always ,nspired by vintage

racers -from board trackers fo
cafd racers and everything in
between, l'm not a'performance'
rider though, and many of the
builds have faf fires and minimal
suspension."
Winston Yeh
The Rough Crafts look has become influential. Roland
Sands describes it aptly as "a lapanese off-road militia vibe,
like a two-wheeled dune buggy." Steve Willis of the British
Harley-Davidson shop Shaw Speed & Custom is a fan too.
"Once in a while you come across individuals that make a
difference in the industry. Winston has his own vision and
look-he's an artist who uses motorcycles to express his

101 Rough Crafts

talents. He could turn from two wheels to four, or to furniture
and interions. I would call him an artist rather than a builder,
and I mean that in a complimentary way.
"With the Guerilla look he's created visually stimulating,
timeless machines. lthink his bikes have attracted a new
generation into Harley-Davidson showrooms: people are
saying they'want something like this'-and they're clutch-
ing a picture of a Rough Crafts bike."
Winston senses that there's a change of direction hap-
pening in the custom motorcycle world. "l think a little at-
tention has shifted away from America, and toward builders
from Europe, lapan, and the East. Some of these builders
outside America are exploring new definitions of what a
'custom motorcycle' can be, and it's energizing the scene for
everybody. There's a change happening, and it's exciting."
Winston himself has already passed the ultimate test:
he gets coverage beyond the petrolhead world of specialist
motorcycle magazines and websites. "l'm real grateful that
people around the world like what I do," he says. 'And my
market is broad-anywhere that FedEx delivers." (CH)

102
Zero Crafter
There's a wonderf ully gothic, Victorian vibe to Zero Crafter. lt's built around an
S&S Harley-Davidson Knucklehead motor, using a kit f rom legendary Samu-
rai chopper-builders Zero Engineering. "The 'Zero Style' created by Mr. Shinya
Kimura has always been amazing to us," says Winston. "When we finally got
our hands on aZero kit, we decided to build a bike that was inspired by Shinya's
creations, yet still has that Rough Crafts flavor."
The frame is Zero's Type 6, and other Zero parts include the springer forks
and seat. Most of the sheet metal is pure Rough Crafts though, and a showcase
for Yeh's fabrication skills. "When you've got this great canvas to work with, you
just want to add more and more details," says Yeh. "Like custom foot controls,
and weld-on hand controls with a remote hydraulic master cylinder."

Bike Nam e: Zero Crafter Frame Modifications: Zero Engineer- Rear Suspension/Shocks: None Paint/Powder: Air Runner custom paint
Make: Rough Crafts ing frame Tires/Wheels: Firestone tires on spoked Parts: Zero Engineering
Creator: Winston Yeh Bodywork: Custom l6" wheels front and back Approximate Work Hours:12 months
Support: Chou, Ching-Tang Motor: S&S Knuckle Head; Primo open Brakes: Front: HD; rear: Wilwood
primary Hand Controls/Handlebars: Custom
t{l Rebuild Exhaust: Custom Foot Controls: Custom
Bike Category/Gene: Bobber Front Suspension/Fork: Zero Engineer- Electrics/lnstruments: Rough Crafts
Year of Rebuild:2O11 ing springer grill-type head Ii g ht/tai llig ht

103 Rough Crafts

Brass Racer
The Brass Racer is not quite the typical Rough Crafts build. While most of Win-
ston's creations are rooted in the tradition of classic American bobbers, the
Brass Racer combines Winston's dark arts with steampunk looks. Headlight
and taillight, tank cap, brake and clutch lever, exhaust and embellishments are
all custom-made and add a touch of fin-de-siecle nostalgia to the motorbike
without anysign of flamboyance or blatant kitsch. lf EdgarAllen Poe had to pick
a motorcycle for himself, the Brass Racer would be his choice.

Bike Name: Brass Racer lUl Rebuild Front Suspension/Fork: Stock short- Foot Controls: Custom
Make: Rough Crafts Bike Category/Gene: Bobber/board ened; Rough Crafts billet fork covers Electrics/lnstruments: Rou gh Crafts
Creator: Winston Yeh tracker Rear Suspension/Shocks: Custom gril l-type headlight/taill ig ht
Year of Rebuild: 2A1O Tires/Wheels: Firestone tires on stock Paint/Powder: Air Runner custom paint
tTl Donor Frame Modifications: Subframe cut off wheels Approximate Work Hours: 5 months
Manufacturer: H arley-Davidson Bodywork: Custom Brakes: Stock
Model: XL BB3R Motor: Stock Hand Controls/Handlebars: Rough
Year of Build: 2OAg Exhaust: Custom Crafts/Brembo

10,4
Rough Crafts
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Atom Bomb Motorcycles
RVA Overland
Clay Rathburn made his name building stylish British bob-jobs, so itwas a sur-
prise when this dirt-worthy scrambler rolled out of his Atom Bomb workshop in
Richmond, Virginia. At least the engine was familiar territory, a 1974 Triumph
Bonneville 750. Almost everything else, though, had to be fabricated.
"The idea was to create the ultimate go-anywhere custom Triumph," Rath-
burn says. "This project was designed and fabricated from the ground up by
Atom Bomb to withstand the punishment of serious dual-sport riding-and look
good doing it."
But a fully functioning scrambler is a long way from a low-slung bobber, re-
quiring a bit of an attitude adjustment from the builder. "l'd never built a bike
with long-travel suspension before," says Rathburn. "l had to connect the dots,
think it through, retrain my brain."
Yamaha TT600 forks up front and Race Tech shocks out back would give
the RVA Overland the kind of wheel travel Rathburn was looking for. He then
gulped hard and drew up his own frame for the project. With the engine in a jig,
frame tubes sprouted as needed until it was complete. Crafted of mild steel, the
scratch-built structure was then nickel-plated in the fashion of British off-road
specials from Rickman or Cheney.
Getting the Triumph twin to fit neatly in the frame's engine bay required more
brainwork from Rathburn. The stock splayed carburetors just didn't package
well, fouling the rider's knees, especiallywith the required aircleaners in place.
So he welded up and remachined the cylinder head so the dual Amal 930s
mount parallel, directly behind the cylinders. "There's easily 5O hours of work
on the head alone!" he says.
No hour-count on the complicated 2-1 exhaust system, with swirling head-
pipes by Rathburn mating to a muffler from Burns Stainless. The bike's body-
work was also Iabor-intensive: hand-hammered aluminum for the fuel tank, oil
tank, and sidepanels, the latter with mesh screens in place of numberplates.
Add unbreakable fenders from DC Plastics, a custom seat, plus a set of Pire-
lli MT-43 trials tires, and Rathburn's surprise scrambler was ready to hit the
trails. (DE)

Bike Name: RVA Overland
Make: Atom Bomb Motorcycles
Creator: Clay Rathburn
Support: Jared Weems, Tony Hall, and
Andrew Swenson
tUl Donor
Manufacturer: Triumph
Model: Bonneville Bodywork Custom alloy tank and side fork; revalved and resprung by Race Hand Controls/Handlebars: FLY Racing tics; Rebel Gears; Powder365; Carbon
Year of Build:'1974 panels; fenders by DC Plastics Tech; carbon-coated tubes bars; Magura levers; Motion Pro throttle Raptor
Motor: Stock rebuild in modified1974 Rear Suspension/Shocks: Custom rear Foot Controls: Custom Approximate Work Hours: 1,OOO hours
tVl Rebutld Bonneville cases; modified cylinder shocks by Race Tech Electrics/lnstruments: Pazon ignition Edition: Unique
Bike Category/Gene: Scra m bler head to relocate carburetors Tires/Wheels: Custom-built wheels with Paint/Powder: Powder by Atom Bomb; Retail price: $ 25,000
Year of Rebuil d: 2O1O-2O12 Exhaust: Custom-built stainless; com- Sun-Ringle rims; Pirelli MT43 trials tires fenders painted by Andrew Swenson;
Frame Modifications: Custom-bu lt i ponents by Burns Stainless Brakes: Front: Yamaha TT600; rear: plating by Hanlon Plating
frame and swingarm Front Suspension/Fork KYB 43 mm stock 1974 Triumph Parts: Race Tech Suspension; DC Plas-

108
109
lames Crowe:
The Esca e Artlst
lames Crowe builds escape machines. Using traditiona! metalworking skills, he's
giving older bikes a new lease on life-and winning many new fans along the way.

110
 ames grew up in Whistler, a resort town in British
I
I Colombia. Even as a kid, he was good with his hands.
"lf your lawnmower or chainsaw went missing, it was most
likely being used in one of my go-karts," he says. His play-
grounds were the coastal mountains: in winter he was a ski
bum and in summer he thrashed MTBs around the trails.
It sounds Iike an idyllic environment, but there was one
thing missing: the smell of gas. "Whistler had no custom car
or bike scene at all," lames recalls. "l think that's why l'm so
drawn to this kind of work." When he was 18, he left home
and enrolled for courses in metal-shaping and machining -
and had an epiphany. "l suddenly realized how much oppor-
tunity thereis. You can make a career out of what you love.nn
Fresh from graduation, lames went to work for one of the
United States'S most renowned street-rod builders, Steve'S
Auto Restorations in Portland. For five years he finessed his
skills and picked up some business smarts. Then he set out
on his own, working for himself, mostly on motorcycles but
occasionally fabricating parts for others. His own name is
now above the door.
James shares his workspace with the bicycle-maker
Jordan Hufnagel, another outlier with renowned craft skills.
On first meeting Jordan, James suspected he was iust an-
other fixie-riding hipster. But the two are now best friends,
and spend every chance they get on the road together. "We
bounce a lot of ideas around. I've learned a lot of metalwork

a-illt;"= from him." They've even set up a new business

togethe6 West America, selling handcrafted traditional
camping gear and travel utensils. lt allows them to make
and market items that don't fall under the Growe or Hufna-
gel brands-and gives them the freedom to create whatever
comes to mind.
Their workshop is a 1920s-era warehouse in Portland,
Oregon, 3OO miles south of the Canadian borden The
custom motorcycle market is stronger in the United States,
and James reckons the United States is also a better place
to set up a business. lt looks like he's right: Crowe Customs
is quickly attracting attention, a relatively new name being
acclaimed by those in the know.

"lf your lawnmower or chainsavv

went missing, it was mosf likely
being used in one of my go-karfs,"
James Crowe

Camper Special
It's good to see the occasional long-haul machine given the custom treat-
ment-like James Crowe's 1978 BMW R8O/7.
The front suspension is from a Suzuki DR65O, which was a surprisingly easy
fit. ("The DR650 bearing races are the same as the stock BMW ones," Crowe
notes.) To complete the install, a custom brake rotor was machined, along with
new fender mounts. And at the back, Progressive Suspension shocks improve
the ride.
Crowe relocated the battery under the transmission and made a new sub-
frame to match the curve of the custom rear fender. New Church Moto created
the seat and rear rack, which is supplemented by pannier mounts and soft bags
from Lemolo Bags.
The under-tank master cylinder is now actuated by a set of CNC-machined
perches and levers, hooked up to an integrated throttle unit" Crowe also made
the bars, selecting a wide scrambler-style bend, and designed the ceramic-
coated exhaust system. And believe it or not, there are even mounting points to
carry a full-size MTB bike on the back.

Bike Name: Camper Special tIl Rebuild prpes custom-made rotor Other Modifications: Seat upholstered
Make: Crowe Metal Co. Bike Category/Gene: Scrambler Front Suspension/Fork 2OgO DR650 Hand Controls/Handlebars: Custom- by Ginger McCabe at New Church Moto;
Creator: James Crowe Year of Rebuild:2O11 forks that have been lowered made bars/levers and throttle custom saddlebags made by Elias Grey
Frame Modifications: Custom-made Rear Suspension/Shocks: Progressive Foot Controls: Custom-made brake at Lemolo Bags
tIl Donor rear subframe suspension lever Approximate Work Hours: 6 months
Manufacturer: BMW Bodywork: Handmade fender Tires/Wheels: Stock wheels with trials Electrics/lnstruments: Simpl ified using Edition: Unique
Model: RBO/7 Motor: Stock specs tires stock components
Year of Build:1978 Exhaust: Custom-made high-clearance Brakes: 2AAO DR65A caliper with Paint/Powder: Done i n-house

111
 "When I build a bike, lwant it to be
relevant and timeless, I don't want
people to see a 'customt-lwant
them to see a machine that'll
help them to escape."
James Crowe
The warehouse is now home to vintage machine tools
from the 195Os, sheet-metal-shaping equipment, and CNC
machines. "My workshop is my world. It's a very personal
space, where everything has a purpose and a place." The
walls are adorned with a dizzying array of hand tools. "Lots
of bits and pieces gathered over the years," says James,
"plus good music." He's a fan of Neil Young.
He rates builders who are famous for their traditional
skills, like Paul Brodie of Flashback Fabrications and Bran-
don Casquilho of Mullins Chain Drive. Guys with sharp eyes
and steady hands, building bikes the old-fashioned way.
"When I was 18, I was living in a storage unit in Wyoming and
going to tech school. I was trying to figure out what I thought
was cool. Then I picked up an issue of Garage magazine and
there was a shot of Brandon sitting in his shop with a bare-
metal Triumph hardtail in the background. lt blew my mind."
It was the staft of lames' interest in classic motorcycles.
He realized that older machines have a simplicity and

112

Th rottle/bra ke assem bly
toughness that most modern bikes cannot match. And
technological "progress" is not always what it seems-or
desirable. "There is a Sense that nothing can be truly neq"
he says. 'All things depend on their predecessors ... I make
things with this in mind, and designed to take you wherever
you want to go. When I build a bike, I want it to be relevant
and timeless. I don't want people to see a ncustom'-l want
them to see a machine that'll help them to escape."
Escape is a word that comes up a lot with lames: it's an
important concept for him. He'S an inveterate road tripper,
and thinks nothing of loading up a motorcycle and head-
ing out into the snow for a camping trip. "My focus over the
Throttle/bra ke assembly
last couple of years has shifted more towards bikes built for
multiple terrains," he says. "Having one bike that you can
use to get the groceries, and then take the bags off and go
for a blast around the trails. Or load it up, and take off with
your girlfriend for a week." lt'S a classic case of form fol-
lowing function. "My goa! is not to create a showpiece," he
cautions.
James' own 1978 BMW is something of a testbed for his
theories. Known aS the Camper Special, it's one of two ma-
chines that have come to define Crowe Customs. "The BMW
has taken me all over the United States. l've had some of the
best days of my life on it." He describes the bike as "a tank":
113
"lt can even do dirt logging roads in British Colum-
a week of
bia, carrying camping gear for me and my girlfriend. I like
filling up at the gas station and not having a conversation
about my 'custom bike.' People iust think it's an old Beemen"
The second machine that everyone knows is the Tarantu-
las bike-a Honda C8750 belonging to a member of a local
riding (and building) collective. The owner, Scott, asked
James to create a new seat unit. But before long, a full-scale
rebuild was under way.The bike has a deceptively low-key
"Having one bike that you can
use to get the grocerres, and then
take the bags off and go for a blast
around the trails. Or load it up, and
take off with your girlfriend for a
week. My goal ,s not to create a
showpiece."
James Crowe
look-often the sign of a true artisan. The overriding effect is
raw metal, with a low-sheen satin finish.
Paint is James' least favorite paft of bike-building, so
maybe that explains the raw finish. But no matter, it looks
good. "For me the most exciting part is right after you've
done the mock-ups," he says. "When you start bending
Completed taillight
frame tubes and shaping the tins, you start to see your vi-
sion come togetheli"
Before starting a build, James works out how the bike can
best fit its purpose, and how it needs to be modified. Then
he works on the stance, and chooses the wheels and tires.
"Once the ride height is set, I'll do a full foam mockup of
any parts that we'l! need to make," he says. "Then I let the
bike sit for a week or two. I play around with the foam and
the stance, changing things a little here and there, and iust
stare at it."
Once he's happy with the direction, he starts working
on the frame, makes bucks for the sheet meta!, and starts
James Crowe
The Natural
Cleaning up the original lines of a 1976 Honda CB75A without making the bike
look overly modified, Crowe Metal came up with a 2O1Q creation named The
Natural. Stripped back to bare finishes and muted colors, it strikes through the
skillful combination of vintage rawness and delicate technical improvements.
Crowe Metal had focused on the bodywork. For the mechanical aspects they
collaborated with another Portland based workshop, The Tarantulas. The bike's
front brakes are actuated by a remote cylinder similarto the system on slash 7 BMWs.
The taillight is fitted with a glass lens and bezel, the exhaust is a modified Carpy unit,
the foot controls are fitted with Tarozzi rear-sets. Aiming for clean controls, James
Crowe and his team produced the clip-ons, the throttle, and the levers in-house. They
also designed a new battery box, hid the oil tank underneath the cowl and all the elec-
trics under the custom seat crafted by New Church Moto.

Bike Name: The Natural I+l Rebuild Exhaust: Carbi header with modified tip Brakes: Under tank cable-actuated tery hidden under rear cowl; seat done
Make: Crowe Metal Co. Bike Category/Gene: Cafe racer Front Suspension/Fork: Lowered; stock master cylinder with dual f ront rotors by Ginger at New Church Moto
Creator: James Crowe Year of Rebuild:.2O1O specs Hand Controls/Handlebars: Handmade Approximate Work Hours:7 months
Frame Modifications: Modified rear Rear Suspension/Shocks: Progressive clip-ons, levers, and throttle Edition: Unique
M Donor sunf rame suspension Electrics/lnstruments: Simplified elec-
Manufacturer: Honda Bodywork: Custom-shaped seat/tail Tires/Wheels: Stock powder-coated trics, with modern reg/rectifier
Model: CB75O cowling with Firestone tires Paint/Powder: Raw finishes, wd-40
Year of Build:1976 Motor: Stock specs Other Modifications: Oiltank and bat-

114
James Crowe
 iFfif-n"

XR6OO Expedition
Taking Honda's 1992 XR6OO R as a basls, James Crowe built these two identi-
cal XR6OO Expedition enduro bikes for himself and a friend. Made to comply
with the demanding conditions of a one-year trip from Canada to the south-
ern tip of South America, the bikes not only needed to carry all their camping
gear and 3O liters of gas, but also hold up to the abuse of crashing. Equipped
with specially-tailored luggage racks, a sealed airbox with a snorkel that goes
through the handmade gas tank for deep-water crossings, the XR6OO Expedi-
tion enduro bikes truly live up to their name.

Bike Name: XR6O0 Expedition f$l Rebuild FMF muffler made handle bars water crossings
Make: Crowe Metal Co, Bike Category/Gene: Off road Front Suspension/Fork: Stiffer springs Foot Controls: Stock Approximate Work Hours: B months
Creator: James Crowe Year of Rebuild: 2?rc Rear Suspension/Shocks: Stiffer Electrics/lnstruments: H ig h-output Edition: 2 identical units
Frame Modifications: Custom-made springs ricky stator
tTl Donor rear subframe Tires/Wheels: Dunlop tires on Paint/Powder: n-house
I

Manufacturer: Honda Bodywork: Handmade tank stock rims Other Modifications: Custom luggage
Model: XR60O R Motor: Stock specs Brakes: Stock racks; sealed airbox that has a snorkel
Year of Build: 1992 Exhaust: Custom-made exhaust with Hand Controls/Handlebars: Custom- that goes through the gas tank for deep

116
 "This is what I do, what lthink and
dream about, what I love. lam
lucky to have foundsomething
like this, to be able to work to-
wardsomething and care about it.
There rs a sense that nothing can
be truly new, that all things depend
on the anfece dentsl pas tl prede-
cessors and simultaneously each
and every thing extsfs uniquely.
I make things with this in mind and
I make things that get there."
James Crowe
shaping. "l'm always thinking about how everything will look
as a unit-l try to keep a cohesive feel. Once the foundations
are done, lworkout all the little details Iike the controls and
lights." Rarely is anything contracted out, although New
Church Customs generally handles the upholstery.
James'skills are now in big demand. Like-minded souls
are seeking him out to build bikes that combine the best
of the old and new. Although it's been a rough ride over the
years, James has finally found his place. "This is what I do,
what I think and dream about, what I love," he says.
"l am lucky to have found something like this, to be able
to work toward something and care about it." (CHl

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117 James Crowe

Farmer's Racer:

Tractor Tracker
Farmer's Racer build a Yamaha Thumper
that's part business, part lifestyle, all cool.

ars Gustavsson is a bag man, quite literally. Self- **-

I
h described as an "educated farmer with a bachelor's hu
degree in design," the Swede handcrafts pannier-style '*ta
saddlebags for bicycles and motorcycles, using waxed-
cotton fabric, leather straps, and ancient Singer sewing r, I H
machines. His custom 1984 Yamaha SR4OO is a testbed for rcc
**
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the company's products-and his own philosophy. t** t
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The bag can be transformed into a backpack

The firm is called Farmer's Raceq named after the 98 cc

Husqvarnas and Monarks that Swedish farmhands play-
raced on their way home after a day spent planting, harvest-
ing, or fixing equipment, and Gustavsson gets downright
passionate talking about his panniers.
"The bags are bench-made, crafted by one person, from
cutting the pattern to the last stitch," he says. "lt is a love
for old machinery quality materials, and the farmer's Iife-
style that are the drivers and inspirations of Farmer's Racer.
The origin of both design and production dates back before
mass production-when all things were made to last longer
than the ownen" Ratatoskr
Gustavsson is still referring to bag-making here, but he
Bike Name: Ratatoskr (a squirrel in the tul Rebuild Rear Suspension/Shocks: Yamaha Parts: Eliasson racing, Kedo
may as well be talking about taking a stock motorcycle to norse tradition-a messenger within the Bike Category/Gene: Dirt tracker XTSAO shocks; 2" longer swingarm Other Modifications: Bags by Farmer's
the next level: 'As it arrives at the workshop, the fabric is like world tree Yggdrasil) Year of Rebuild:2O12 Tires/Wheels: Front: 4.AA Firestone Racer
an unwritten novel. No markings and no Iines on the sudace. Make: Farmer's Racer Frame Modifications: Custom rear deluxe champion; rear: 4.5A Approximate Work Hours:2 winters
Creator: Lars Gustavsson f rame and fender design Hand Controls/Handlebars: Triu m ph Edition: Unique
This is where the story of each bag stafts, this is where the Support: Mats Brate Bodywork: Handmade aluminum side throttle and grips; flip switches for f ront
first page is written, Working with this waxed material is like panels with custom wire lock nuts light and turn signal
writing a book without words. Every hand, peh, scissol or t$l Donor Motor:1O:1 high comp piston; K&N air Foot Controls: Triumph foot pegs
Manufacturer: Yamaha filter; Mikuni TM36 flat slide carburetor Electrics/l nstruments: Custom
sewing machine is writing a unique set of traces on each Model: SR4OO Exhaust: Raask 2" tube with mini electrics; no battery; Bates front light;
bag-a language of working hands and craftsmanship." Year of Build:1984 Zoomer muffler Daytona turn signals; custom backlight

118
 It's easy to see how a simple, seemingly timeless design
like the single-cylinder SR Yama-thumper would appeal to
Gustavsson's sensibilities. We forget nowadays when the
two-stroke engine has been all but Iegislated out of exis-
tence, that there was a time when Yamaha was a newcomer
to four-stroke technology, Yamaha's early history-and
especially its racing success-was with two-strokes. The
XS65O twin was the company's first four-stroke in 1968, fol-
lowed by the 5OO cc kickstart-only single used in XT and SR
models. The SRSOO proved to have amazing longevity. The
classically styled single made its debut in 1978 and was sold
in the United States through 1981, but continued in other

T*

markets until 1999-in fact, the smaller SR4OO model was

sold in Japan until 2OOBI A cult bike even when new, the SR
tt
lives on today as the basis for bobbers, street trackers, and
caf6 racers.
F,
t,

At first, Gustavsson took more of a bobberlcatd direction

J. t
.:._r.,

for his SR4AO, including shortened fork travel, but the gravel i Qr+

t)
roads that crisscross his native Smiland countryside forced
a rude rethink when an unseen pothole caused a crash. "l
was happy to be able to walk and speak straight afterward,"
he says, but the dinged Yamaha was rebuilt as more of bob-
-.:
ber/street tracke6 a better all-around style for Lars' rural ) .e,iciilit f I
*
riding environment.
"lt all starts with how to bring balance to a design," h€
i
explains. "The difference between a bobber and a tracker
is not the amount of chrome or tire choice. lt comes down
to the stance. Originally this bike was lowered two inches,
u,w r*
jj

but after my accident I decided to have full suspension up

front. The roads where I like to ride are in poor condition.
,. f

You can't be sure what kind of holes might show up in the t

middle of a corner." r*,

To get the bike back in balance visually, Gustavsson fitted

**
a swingarm that had been lengthened two inches, then bolt-
ed on a set of XTSOO shocks, two inches longer than stock.
"The result is a bike that is leaning slightly forward, and
the back wheel is racing behind the bike-not inside the
frame," he says. "This change will not be spotted by many,
but it is what I enjoy most when it comes to design and
craftsmanship. Small details that add up to a whole. The
inches of added distance brings even more focus to the
center of the bike."
Which begs the question: Then why cover up the heart of
the machine, its hard-working one-lung motor, with those
aluminum side panels?
*Jt';
l_
-
-J

119

It's a trick learned in design school, to partially hide
something you really want to draw attention to. And on
the SR it's working, sometimes to the detriment of curi-
ous Swedish gents of a ceftain age. "l'm spending a Iot of
time helping old men up from their knees in parking lots,"
Gustavsson laughs. The panels, mounted on stainless-
steel rods, are quick-detach in case the 4g6^ requires some
hands-on attention. 'As the engine is 30 years old, I need
regular access to the sparkplug," he says.
How Gustavsson arrived at the fasteners that hold the
panels to the frame rods is illustrative of his approach to
building the whole bike. "l spent hours on the web trying
to find a retro way to fix the panels to the rods," he says.
"There are a lot of nice little locks that blend in with high-
120
SR4ee with wlseco 1g:1 piston
tech bikes and materials, but since there is no carbon fiber
on this racer, I needed a look that was closer to tractors than
dragsters. ffier a few hours bent over the lathe and the TIG
welde[ six funny looking nuts and two spares were born
(don't forget to make your own spare parts). A washer was
welded on each mounting rod, threads wene turned, leather
"The resultis a bike that is lean-
ing srrgthtly forward, and the back
wheel is racing behind the bike-
not inside the frame."
Lars Gustavsson
shims were made and so on. The hours of work within this
few square centimeters makes me laugh as I look back!"
Stylistically, the side panels offset the mass of the two
iumbo retro-style Firestone Deluxe Champion tires at either
end of the Yamaha. Everywhere else, though, Lars went
minimalistic. The rear frame loop was altered to accept a
stock fender that has been bobbed to within an inch of its
life. "The original fender was big as a boat, but there was
one section that was really useful-the center piece. Ev-
erything else was cut away," he says. Painted matte-black,
the fender is almost invisible. While he had his welder out,
Gustavsson fabricated a couple of rear rails, tailor-made to
accept a pair of Farmer's Racer waxed-cotton saddlebags.
Hey, the SR has to earn its keep as a rolling calling card for
the company.
No front fender, of course. The original plastic airbox
covers remain, but because they now only have to shield
a small K&N filter, Gustavsson could move them inboard.
"They are now riding two inches further in, under the seat,
showing the frame, not adding to the width of the bike,"
he says,
The seat is a thin squab with tuck-n-roll upholstery
though it sometimes wears a farmer-inspired accessory
a prototype cushion held in place with rubber bands and
jeans buttons. 'At! old tractors in the neighborhood have
a homemade padded seat cushion to bring some more
comfort to the farme6" Lars explains. "Farmer's Racer is
bringing this tradition to motorcycling. The top layer will be
mostly denim or corduroy cloth. Rubber is added under-
neath the padding to keep the cushion in place."
Other details include a small Bates-style headlight and
brass-bezeled taillight, both offset to the right "farmer-
style." The gas tank, a stock SR piece, was painted a non-
descript gray-green with its sides left purposefully in bare
metal, all part of Gustavsson'S grand plan: "The sides of the
tank are starting to rust. All this-time eating materials-
is adding to the story of the bike, slowly blending in with J'*

the rest of the aesthetics. The leather details on the side

panels, the small cloth around the speedometer, these will
also become stained and worn. ln a few years' time, specta- #
tors will have a hard time guessing the age of the design. By

t
.flf*

{nr-+
-1*5--=-J.'
..r

Farmer's Racer showroom in the south east of Sweden

then the bike will tell a story far longer than the age of the
materials."
Built, as he SayS, "to race Squirrels and rabbits to the
highest point of a gravel road," the Farmer's Racer SR4OO
has become an impoftant, ongoing part of Gustavsson'S
!ife, a work-in-progress that will never be done, which is just
fine with him.
"My focus during the rebuild has been to make the new
design blend with the old bike-to make an old friend. My
goal has not been to make anything radical, iust to balance
the parts, lines, and stance of the bike, adding details where
needed, removing things that disturb the story'"
Done, done, and done, Lars. (DE)

.f,-+r

.a
, rl,r. I.
*.

New parts made to look old

121 Farmer's Racer

 }
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Fuel Bespoke Motorcycles
BMW R8O S Trial
For a guy who freely admits he wasn't very mechanically inclined, Karles Vives
is doing pretty well. His business, Fuel Bespoke Motorcycles in Barcelona,
Spain, has become known for its vintage BMW scramblers, some of the best
nostalgic T-shirt designs in motorcycling, and for organizing Scram, a tour of
Morocco geared specifically for older enduro bikes. Yes, there is a theme here.
"lf you got here it is surely because you are one of those who believe that the
bikes of today don't have the soul of the motorcycles of yesterday and you are
sure that it's possible to enjoy adventures as others did 30 or 4O years ogo,"
says the teaser line to the 1O-day, 1250-mile tour.
It's no coincidence that Vives builds bikes that are right at home in the African
desert-or the Austrian Alps, which is where this 1984 BMW R8O ST ended up
after Fuel spent five months making it over. lf it also happens to look like it got
lost on the way to the starting line at the 1975 lnternational Six Days Trial, so
much the better. (DEl

Bike Name: BMW RBO S Trial tfl Rebuild collectors with a single exhaust) and Tires/Wheels: Continental TKC BO tires Foot Controls: SW-Motech On-Road/
Make: Fuel Bespoke Motorcycles Bike Category/Gene: Scra mbler also varying the angle of the mufflers Brakes; Brakes improved with 320 mm Off-Road Rider Footpegs
Creator: Karles Vives Year of Rebuild:2O13 Front Suspension/Fork: BMW K75 oversized disc; 4-piston Brembo caliper Other Modifications: Ural gear shift as
Frame Modifications: New subframe Sport front fork with customized front and Nissin master cylinder; entire front a choke
tirl Donor designed by Fuel axle and triple trees disc and displacer caliper designed by Edition: Unique
Manufacturer: BMW Bodywork: Kawas aki KZ75A tank Rear Suspension/Shocks: Rear Fuel and built by a specialist
Model: RBO ST Exhaust: Set of 2 plus 2 exhaust suspension Wilbers shock with multiple Hand Controls/Handlebars; Switch
Year of Build:1984 manifolds (originally the RBO has two adlustments from an old Triumph

122
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Skuddesign
W65O Homemade Scrambler
Scramblers have always been cool. Steve McQueen rode Triumph scramblers.
The Beach Boys sang about Honda scramblers. As a result, at one point in the
early'1970s fully 6O percent of new bikes sold in the United States were scram-
blers. Today, the scrambler is back in vogue, taking its place alongside bobbers,
cafe racers, and street trackers as a style being adopted by a new generation
of customs builders.
ffis
French graphic artist Nicolas Barthelemy of Skuddesign, for instance, who
came up with this spectacular Kawasaki W65e in his veryfirst try at bike-build-
ing. "l wanted to mix aesthetic codes-bobber, brat style, and street tracker-to
create a motorcycle that corresponds to my world," he says. Maybe so, but the
result is classic 1960s scrambler, the finished product even more remarkable
when you learn that Skuddesign is not exactly a fully stocked bike shop. "My
workshop being my living room, the customization was not an easy thing," Bar-
thelemy says.
He can be excused, then, for leaving the W65O's frame, forks, and brakes as
delivered from the factory in 2AO2. Likewise the engine is largely untouched,
with a Dynojet Stage ll jet kit and K&N air filters freeing up the intake, and a
shorty set of custom stainless-steel mufflers spitting spent gasses out the left
side. A pair of long Hagon shocks shore up the back end, looking like classic
sheathed Girlings as used on Triumphs, BSAs, Matchlesses, etc. A cut-down
seat and the small gas tank f rom a Honda'125 help the W65O shrink in size. The
front fender was removed altogether; the rear was replaced with a simple and
short chrome-plated piece. Mitas enduro-trial tires front and rear are ready to
dig into the dirt.
To keep the gendarmes happy, Barthelemy made his W65O minimally street-
legal by fitting a vintage Bates headlight, a tiny taillight, even blacked-out blink-
ers. Steve McQueen, may he rest in peace, would no doubt approve. (DE)

Bike Name: W65O Homemade Scrambler t$l Rebuild 29O mm by Carrosserie Velasco Pascal
Make: Skuddesign Bike Category/Gene: Scra m bl er Tires/Wheels: Mitas E-45 4.OO-19 (front) Parts: WWAG, Lloyd Vintage, Newsold-
Creator: Nicolas Barthelemy Year of Rebuild:2O11 and ET-OI 4.0ARlB (rear) stocks.com
Bodywork: Tank; seat Hand Controls/Handlebars: H and lebars Other Modifications: K&N air f ilter set-
ITI Donor Motor: Engine; transmission; Dynojet Kawasaki KZ4OO of 1976 (cut by 25 mm) ting by MFC 17 Kawasaki; custom seat;
Manufacturer: Kawasa ki stage 2 kit; K & N air filter Electricsll nstru ments: M oto g ad get upholstery Duval
Model: W650 Exhaust: 2-2 MECATI G -vattier Tiny Mini Approximate Work Hours:3OO hours
Year of Build: 2OA2 Rear Suspension/Shocks: Hagon Paint/Powder: Ruby gray paint created Edition: Unique

126
127
Blitz Motorcycles
The Great Escape
Genius typically appears in the simplest solutions, those which might seem
obvious after that fact, but it still takes that first person to work it out. Fred
Jourden and Hugo J6z6gabel made just such a genius-simple creation using a
1963 BMW RGA/2, the unloved workhorse sister of the sportier R69s. By strip-
ping the old girl of fenders and anything else extraneous, painting the entire
machine matte black, and adding studded off-road tires, the formerly staid
sidecar hauler became an aggressive enigma-"You aren't really going to take
that mud-plugging, are you?" The blackout touch of Paris's Blitz Motorcycles
caused a storm of internet buzz as outraged traditionalists and BMW cultists
did online battle with the Custom kids (plus anyone open to the New), and Blitz
won. They've continued to address BMW and many other marques, with their
tradition-free and moderate-budget creations, which are intended as urban
runabouts rather than adrenaline-kick racers. lt hasn't hurt that both builders
are model-handsome, their own best photo-op on the machines they're seen
riding all over Europe. (PdO)

Bike Name: The Great Escape
Make: Blitz Motorcycles
Creator: Hugo Jezegabel and Fred
Jourden
tUl Donor Frame Modifications: Matte black Rear Suspension/Shocks: Original and frame have been matte black
Manufacturer: BMW powder painting Tires/Wheels: Mitas cross 18" tires both powder-coated
Model: R6O/2 Bodywork: All parts matte black front and rear Parts: BMW OEM
Year of Build: 1963 powder-coated Brakes: Original Other Modifications: Fenders removed
Motor: Engine general overhaul (piston, Hand Controls/Handlebars: Original Approximate Work Hours: 200 hours
tTl Rebuitd rings, valves, gaskets) Foot Controls: Original Edition: Unique
Bike Category/Gene: Dlrt tracker Exhaust: M ECATI G-vattier pipes Electrics/lnstruments: O ri g nal
i Retail price: €15,0O0
Year of Rebuild:2OO9 Front Suspension/Fork: Origina I Paint/Powder: All parts of the engine

128
129
Wrenchmonkees:

Reduce, Reuse,
and Re le
The lads from Amager have taken over the world. Pel Nicholas, and co. are the standard-bearerc for the
new wave scene, ditching the chrome for blacked-out, low-key elegance.

130
 I f there's one company that symbolizes the visual style of
I tne new wave custom scene, it's the Wrenchmonkees.
Their motorcycles are raq simple, and pure-the legendary
Danish design aesthetic applied to two wheels, and roughed
up a little.
The Wrenchmonkees' signature is a dark and monochro-
matic look-a slightly menacing vibe, but a beautiful one too.
The bikes are photogenic but have even greater presence in
the metal, devoid of awkward angles or clumsy details. lt's a
style that is widely copied, but rarely equaled.
Monkee #55, Monkeefist
The Yamaha XJR13BO is an uncomplicated bruiser of a bike, an unassuming
retro-style naked powered by a air-cooled motor with a lineage over a quarter
of a century long. But it rs has also been ripe for this makeover by the Wrench-
monkees. Monkeefist is the first in a series of "yard-built specials" commis-
sioned by Yamaha from leading custom builders. Having decided to go for a
caf6 racer style, the builders'first question was how many parts to change in
order to create something inspirational and unexpected for XJR fans while still
keeping the identity of the bike. lt was decided to leave the tank, engine, and
major parts of the frame unmodified, and then see what to modify around that
base. The first job, then, was to change the front end. On went a set of YZF-R'1
forks and custom-built spoked wheels. The front is a"l9-inch and the rear an
1B-inch for an old-school look that contrasts with the R1 forks and six-piston ra-
dial calipers. Custom-fabricated rear-sets increase the ground clearance and
the Wrenchmonkees replaced the flat handlebars with clip-ons. The exhaust is
a hand-built stainless steel system that harks back to the twin muffler mega*
phone look of the older XJRs, but brought up to date in a modern MotoGP style.
To accentuate the caf6 racer feel, a completely new seat unit was built to sit
on the existing sub-frame. The XJR's battery box was removed and the wiring
moved into a custom-built tail unit" A small lithium battery now nestles in the
space behind the engine.

The Wrenchmonkees'workshop is in Amag€r, an island

that forms part of eastern Copenhagen. lt's on the ground Bike Name: Monkee #55, Monkeefist Year of Rebuild:2O12 Rear Suspension/Shocks: Standard Electrics/lnstruments: Battery u nder

floor of an unprepossessing three-story redbrick building, Make: Wrenchmonkees
opposite a park and next door to a Citro6n dealership. A tIl Danar
kilometer to the east is the @resund, the chilly strait that Manufacturer: Yamaha
Separates Denmark from Sweden. From the outside the Model: XJ Ri3OA
Year of Build: 2012/2A13
building looks mundane, but inside, magic happens. The
Wrenchmonkees now have over 5O acclaimed builds to tTl Rebuild
Frame Modifications: Frame cleaned
up; brackets etc.
Bodywork: Standard Yamaha tank;
custom seatcowl
Motor: Standard engine; finned engine
covers; WM
Exhaust: 4-2; spark mufflers
Front Suspension/Fork: Yamaha Rl
swingarm and shocks swinga rm
Tires/Wheels: Front: 19" x 3.5" spoke- Paint/Powder: Custom
wheel; rear: 18"x5.5" spokewheel; WM Approximate Work Hours: 3OO hours
one-off Edition: Unique
Brakes: Yamaha Rl brake discs and Retail price: €35,400
calipers front and rear
Hand Controls/Handlebars: Mag ura;
TRW

their name, and an international clientele. Bike Category/Gene: Caf6 racer forklegs; WM yokes Foot Controls: Custom

131
 They describe the workshop as 'na big creative melt- wrench" and flipped it to become "Wrench Monkeys." When Nicholas, who rides a custom Honda CB75O. "But what
ing pot with room for shitloads of experiments, and good they discovered that the domain name was already taken, started as a 'hobby' garage has now grown into a company.
people with too many ideas. Sometimes we miss our first the t'y" was replaced with an "e." Wrenchmonkees.com It's a creative factory that's allowed us to go beyond the
small shed and doing only one bike at a time, but we can't went live and the Wrenchmonkees were in business. challenge of simply crafting motorcycles, and expand our
help pushing things furtheli" Like all the best workshops, it's "lt was a big step to take," Nicholas recalls. "lll/e had to business into areas such as clothing, and promoting the
a second home too. It's been used to host everything from say goodbye to holidays and savings accounts and all the men's charity Grab Your Balls."
kids' birthdays to rock concerts and fashion events. ('And unnecessary consumer goods that are supposed to make Despite the global order book-8O percent of their bikes
for sleeping over when our women get angry at us for work- us happy." They carried on making one bike at a time, get- are now exported-the Wrenchmonkees have not changed
ing too long hours!") ting the best out of almost nothing. the way they work. Like most top builders, they start by
The Wrenchmonkees have always been a trio: the "ln the beginning, it was actually quite simple," says removing everything that is not essential to the function of
original Iine-up was technical designer Per Nielsen and
two advertising photographers, Nicholas Bech and Anders
lnvartsen. ln the early 2@@Os they ran a small private garage
after hours, building bikes for their own enjoyment-mainly
sportbikes and supermotards. "Then we started playing
around with old and ugly bikes, the ones that nobody want-
ed anymore," says Per. "We wanted to see what we could
make out of these deserted machines, rather than make a
bike that is already beautiful even more pretty."
Their friends liked what they saw and started ordering
bikes. Then friends-of-friends started placing orders, and by
2OOg the boys realized it was time to get serious. They just
needed a name. They liked the American phrase "monkey

"For us, a bike rs basfcally two

wheers, a frame, and an engine."
Per Nielsen

Monkee #11, Gorilla Punch

The bike that catapulted the Wrenchmonkees on to the world stage was a and the stock wheels were swapped out for solid-covered 16-inch items. The
Honda CB75O revealed in2OOB and nicknamed "Gorilla Punch." brake Iines and electrics were cleverly hidden from sight, and anything too
Since the "1990s, custom builders have probably butchered the humble shiny was finished in gray powdercoat.
CB75O more than any other motorcycle. But the Wrenchmonkees avoided the Gorilla Punch attracted a huge amount of attention from the mainstream
obvious, eschewing the hackneyed checkered stripe decals and exhaust pipe- media, even from people who had never swung a leg over a bike. lt was ex-
wrap. lnstead, they reduced the C8750 to its core components and created an hibited at Kunst lndustri Museet, the Danish Museum of Art & Design, and for
essay in minimalism and elegance. the Wrenchmonkees, it became a tipping point: their reputation as one of the
An extended swingarm and completely new bodywork gave Gorilla Punch a greatest custom builders of all time was well and truly secured.
low, purposeful stance. The rebuilt engine was finished in heat-resistant paint,

Bike Name: Monkee #11, Gorilla Punch tVl Rebuild
Make: Wrenchmonkees Bike Category/Gene: Caf6 racer
Year of Rebuild: 2OOg
tTI Donor Frame Modifications: Frame cleaned
Manufacturer: Honda up; brackets etc-
Model: CB75O Four Bodywork Honda CR750-style tank;
Year of Build: 1975/1976 customized seatcowl
Motor: Standard engine; rebuild
Exhaust: 4-2: shorty mufflers
Front Suspension/Fork: 4'l mm Kawa-
saki forklegs; WM yokes
Rear Suspension/Shocks: Kawasaki
swingarm; progressive suspension
shocks
Tires/Wheels: 16" spoked wheels, with
steel cover; Coker whitewall tires
Brakes: Braking brake discs front,
Tokico calipers; ISR brake disc rear,
Tokico caliper
Hand Controls/Handlebars: LSL, WM
Foot Controls: Custom
Electrics/lnstruments: New wiring; bat-
tery under seat
PainVPowder: Custom
Approximate Work Hours: 3OO hours
Edition: Unique
Retail price: C21,OOO

133 Wrenchmonkees
the bike. "For us, a bike is basically two wheels, a frame, and
an engine," says Pe6 who rides a constantly modified Ka-
wasaki GPzllOO. "Why make things more complicated than
they are? There's plenty of beauty to craft from those three
elements. We find it by being curious and looking for the
unexpected. It might not appear at first glance, but when it
does appear, it makes a difference."
There are no sketches or computer mockups. 'After we
get the brief from the clientn we ask him (or her) to set us
free, and let us do our best," Per says. The only restrictions
are budget and national regulations: "Each country has its
own idea of what a bike should be. lt's usually little details,
but they often affect the build. We keep pushing ourselves,
figuring out what is possible. We hang on to the principle of
reduce, reuse, and recycle as far as possible." They try to
push clients to try something new, but sometimes the client
has already fallen in love with a previous Wrenchmonkees
bike. "Then we have to improvise ..." says Per.
There is no "typical" Wrenchmonkees client. "We've had
police officers, teachers, tattoo artists, and carpentens,"
says Nicholas. 'At the other end we've worked for millionaire
consultants, pro sports dudes and motorcycle collectors-
aficionados for whom discretion is everything. The cool
thing they all have in common is that they look for a low-key
elegance, and don't need to show off with a 'bling-bling'
bike. Having a good time with these dudes comes easy!"
134
Per likens the build process to getting a Lego set at
Ghristmas. "You catch yourself experimenting as you go
along, rather than following the instructions." When mock-
ing up a bike, he and Nicholas start by mixing and match-
ing different parts-taking new pieces off the shelves and
cannibalizing parts from other bikes in the garage. "Then
our hearts start pumping and discussions become hot-
tempered! But it's the way those parts come together that
makes a bike. Only by challenging each other's ideas can
we get the best result," says Per.
They are acutely conscious of the pressure to succeed,
and make each bike better than the last. And there are
legions of amateur builders following their every move.
Club Black +fl
ln 2O1O, the Wrenchmonkees were commissioned to build three motorcycles
for a nightclub in Herning, a town in central Denmark. Although the Club Black
bikes were static showpieces, they epitomized the minimalist Wrenchmonkees
style and attracted a huge amount of media attention.
Within days, the dark and moody photoshoot was featured on dozens of web- being showpieces, the bikes are heavily modified in the usual Wrenchmonkees
sites-and the bikes attracted the attention of motorcycle magazines around fashion: the CB75O, for example, has a chopped frame, a Kawasaki Z'1000J
the world. The first Club BIack bike is based on a Honda C8750, the second swingarm, and Harley forks.
on a Harley-Davidson Sportster, and the third on a Yamaha RD4OO. Despite

Bike Name: Club Black #1 tul Rebuild son front fork and wheel Paint/Powder: Custom
Make: Wrenchmonkees Bike CategorylGene: Show bike Rear Suspension/Shocks: Kawasa ki Approximate Work Hours: 150 hours
Year of Rebuild:2O10 swingarm and Bitubo shocks Edition: Unique
tIl Donor Frame Modifications: Frame cleaned Tires/Wheels: Harley-Davidson Fat Boy Retail price: €25,000
Manufacturer: Honda up; brackets etc. 16" wheels; Coker tires
Model: C8750 Four Bodywork: Honda C8750 K7 tank Brakes: Lockheed calipers; Harley-
Year of Build:1975 Motor: Standard engine Davidson discs
Exhaust:4-'1 Hand Controls/Handlebars: Custom
Front Suspension/Fork: Harley-David- Foot Controls: Custom

135 Wrenchmonkees
 on the XJR13OO. Monkeefist, as build #55 became known,
threw the spotlight back on to Yamaha's venerable heavy-
weight and attracted huge publicity for both companies, lt
was a good experience too, despite a tight deadline. "Ya-
maha didn't put any restrictions on us," Per reports. "They
just asked us to do our best. Monkeefist was a satisfying
result-a mix of new and old, modern tech mixed with old-
school simplicity."
The publicity generated by ioint ventures like this is
critical. "lt takes a lot of hard work to pay the bills," says
Nicholas. "Building bikes is a way of life you choose be-
cause you simply can't let it go. We're not really business-
men, and the administration required to run the company
eats up a lot of time."
ln 2O11 Anders lnvaftsen left the Wrenchmonkees and
Andreas Msrk-Hansen came on board. With a background in
marketing and communications, Andreas has taken over the
commercial side and enabled Per and Nicholas to concen-
trate on the bikes. A balance has been found between the
high jinks and the cold, hard reality of making a living. "We're
still a small team," says Andreas. "We value friendship and
loyalty more than chasing prestige careers and superficial
relationships. Yes, we have long days and nights, but also
short days when we pick up our children from kindergarten."
They still avoid business plans and meetings with bank
managers. "You never really know where life will take you,
and not even the best plans will save you," says Andreas.
"We must have made about a dozen business plans, but

"lt's become accepted to mix different styles of bikes, and

create 'bastards,"' says Per, "and the focus on old Japanese
machines is making the culture more accessible for more
people. The bikes themselves are often simple, so people
can start experimenting and get a kick out of doing their
own custom jobs. lt's not a game only for high rollers and
well-off brands-money can't buy you style and attitude. lt's
good because it keeps the pressure on us pro builders and
raises expectations."
The Wrenchmonkees don't always rely on pro tricks to
complete their bikes, though. lf they need a part and there
isn't anything suitable in the shop, they won't automati-
cally pick up the phone to get it built, or turn to a catalog.
lnstead, they'll often try to bring old components back to life
in new shapes and forms. And they'll do it without the CNC
machinery that's increasingly found in many workshops.
"We prefer the traditional way of doing things," says Pen "lt
comes naturally to us, and it makes the build process more
organic. lt's hard to explain-it's a gut feeling." lt also means
that viftually everything on a Wrenchmonkees bike is done
in-house: the only exceptions are highly finished profes-
sional paint iobs-if the budget permits-or specialized jobs
like rebuilds of spoked wheels, or intricate seat stitching.
It's an unconventional and time-consuming approach
for a builder of this size, but so far, it seems to be work-
ing. And it's attracted the attention of the mainstream
manufacturers. ln 2@12, Yamaha Europe commissioned
the Wrenchmonkees to create a "yard-built special" based

136
Club Black #2
Bike Name: Clr-rb Black #2
Make: Wrenchrnonkees)
l+l Donor
Manufacturer; Harley-Davidson
Model: Sportster
Year of Build: lgBB
IUI Rebuild
Bike Category/Gene: Sirol'r bike
Year of Rebuild: 2010
Frame Modifications: Frarre cleaned
up; brackets etc.
Bodywork: Kal,rasaki tank; custornized
seatcotvl
Motor: Standard engine
Exhaust: 2-1
Front Suspension/Fork: Hariey-David- Paint/Powder: Custorr
son f ront fork and wheel Approximate Work Hours: I58 hours
Rear Suspension/Shocks: Standard Edition: Unique
swingarrn arrd shocks Retail price: C3B,e80
Tires/Wheels: Firestone tires; f ront
w[-leel: ]6"; rear: 19" Harley-Davidson
Brakes: Harley-Davidson
Hand Controls/Handlebars: C ristom
Foot Co ntrols: Cn stor-n
137 Wrenchmonkees
then something unexpected happens-and you have to
find new solutions. We've had to learn along the way, but we
still control our own business. We don't owe the bank any
money,"
"Sometimes it's difficult to handle it all," Nicholas ad-
mits. "But at the same time, our horizons are growing far
beyond our imaginations. And we're working with mates and Club Black#3
meeting people who share our passions. lt's a great journey.
This is not a business to get fat on, but it's still 'living the Bike Name: Club Black #3 tIl Rebuild Front Suspension/Fork: Sta nda rd, Paint/Powder: Custom
dream' for us. We treasure every crooked step along the Make: Wrenchmonkees Bike Category/Gene: Show bike lowered Approximate Work Hours: 15O hours
Year of Rebuild:.2O1O Rear Suspension/Shocks: Standard Edition: Unique
way, and we'll have some good stories to tell when we're tUl Donor Frame Modifications: Frame cleaned swingarm Retail price: €15,000
old and living with iron Iungs, missing fingers, and broken Manufacturer: Yamaha up; brackets etc. Tires/Wheels: Standard 1 B" wheels,
bones." Model: RD 4OO Bodywork: Kawasaki tank; customized Dunlop K1B0 tires
Year of Build: 1978 seatcowl Brakes: Standard
"We know how it started, but we have no idea how it will Motor: Standard engine Hand Controls/Handlebars: Custom
end." (CH) Exhaust: Shortened Foot Controls: Custom

138
"lt's a great journey. Ihis ,s not a
busrness to get fat on, but rf's still
'living the dream'for us,
We treasure every crooked sfep
along the wdy, and we'll have some
good sfories to tell when we're old
and living with iron lungs, rrlrssing
fingers, and broken bor?es. "
Nicholas Bech

139 Wrenchmonkees
Sundance
Wild Olive
lf Wild Olive looks to you like a time-traveler on two wheels, then congratula-
tions, you get it. Says builder Zak Shibazaki, "lt's an imaginary drag bike as it
might have appeared in the 193Os, but made to be ridden on modern streets,
not just to be looked at."
Shibazaki is founder of Sundance Enterprises, one of Japan's leading Harley-
Davidson performance houses, based in Tokyo. Wild Olive is his afterhours shop
proiect, built after about two months of intense work following closing time.
Sundance specializes in high-performance motor mods and started this build
with Delkron alternator/generator-type crankcases. The stout cases would be
needed, as the thoroughly massaged engine would be punching well above of
its 1683 cc displacement. An S&S crankshaft anchors the moto[ weighted and
rebalanced by Sundance for stump-pulling torque. Special-design Sundance-
Andrews cams spin away in the cases, while Zak's own hand-ported Super XR
heads are fed by twin S&S Super B carbs for increased cylinder efficiency. ln
classic XR style, the exhaust pipes exit on the left side, taking a tight curve
over the open primary belt before terminating amidships in brass end caps.
Adding a retro feel to the top end are Knucklehead-style dress-up covers. Old
and new also coexist in the chassis. The frame is an aftermarket Panhead-style
rigid, very vintage, but the rear section has been heavily modified to accept a
massive Bx1S-inch Pro Stock drag-race wheel wearing a Goodyear automo-
tive tire. Up front we see a springer-style fork, shortened for the proper stance,
and wearing doubled-up drum brakes, d la Vincent Black Shadow. Rear brake
is a 'Juiced" Harley-Davidson hydraulically operated drum from the 1960s. The
aluminum fuel tank was created in-house, with brass caps and instrument be-
zels, and old-style notches on the right to clear the faux Knuckleheads. The oil
tank and fenders are steel. All were painted Olive Green, Milwaukee's standard
color throughout much of the 192Os and 193Os. Getting the same hue was the
'19-inch front wheel, the solid rear rim,
the headlight shell, even the timing chest
covel and the magneto top. Just like brass-era Harleys, red pinstriping and let-
tering complements the green paint, proof that good taste never goes out of
style. (DEt

Bike Name: Wild Olive
Make: Sundance Enterprises, lnc.
Creator: Zak Shibazaki
tUI Rebulld
Bike Category/Gene: Drag racer
Year of Rebuild:1997
Frame Modifications: Aftermarket
Panhead-style rigid frame; neck rake
extended from 30" to 33"; rear frame
widened for automobile tire
Bodywork Custom-made aluminum
fuel tank; steel oiltank and fenders by
Sundance
Motor: Low-compression engine; bore x
Stroke: 13/16 x 1/2; displacement: 1,683
cc, Delkron crankcase, S&S crankshaft;
weighted and rebalanced by Sundance;
special-design Sundance-Andrews
cams, Axtell Evo-ty
Exhaust Custom-made by Sundance
Front Suspension/Fork Aft erma rket
softail-type springer fork, shortened and
modified by Sundance
Rear Suspension/Shocks: Rigid frame
TiresAltlheels: Front: 1 00/9O"; with
classic-style spoke wheels, painted and
striped rim; rear: I x 15" Pro-stock drag
race wheel mounting 225 Goodyear
automotive tire
Brakes: Front: Aftermarket Harley-
Davidson springer-style double drum
brakes; right-side drum modified
for mirrored configuration; standard
leading-trailing brake shoes; rear:
196Os Harley-Davidson swingarm-type
hydraulic drum Parts: Essentially custom-made by
Hand Controls/Handlebars: Custom- Sundance
made by Sundance Approximate Work Hours: 8O hours (30
Foot Controls: Custom-made by days, done after closing time)
Sundance Edition: Unique
Electrics/l nstru ments: Ana log meters
customized by Sundance
Paint/Powder: Classic olive color
urethane paint

140
141
Arie VanSchyndel:

Made in America
Arie VanSchyndel builds a Triumph chopper the American way.
 Itthile it's true that Triumph motorcycles were bolted
UU together between tea breaks in Merry Olde England,
in reality they were "made" in the Good OI' US of A, home of
baseball, hot dogs, and apple pie.All due respect to Edward
Turner-bloke designer of the legendary 1938 Speed Twin,
later to become company boss-but if it were left up to him,
Triumphs might never have been anything other than tidily
styled 5OO cc roadsters.
lnstead, Triumphs were adopted by Americans and
turned into everything from bob-jobs to desert sleds to flat-
trackers to bus-iumpers, all of which called for ever more
power, as Turner's inline-twin grew first to 65O cc thenTSO
cc. American riders gunned Triumphs to considerable glory
on dirt ovals, TT steeplechases, dragstrips, road courses,
enduro trails, and scrambles tracks. Add the wow-factor of
star ownership and it's easy to see why old Triumphs are still
regarded as some of the coolest two-wheelers ever. Marlon
Brando rode a Triumph, as did James Dean, Steve McQueen,
and Bob Dylan, a veritable Quadfecta of Coolness.
"Triumphs may have been born in Britain, but they were
bred in the United States," says Lindsay Brooke, noted
marque historian and author of several books on the brand.
"lust as Winston Churchill was half-American by blood,
Triumphs in the post-second World War era were heavily in-
fluenced by us Yanks. We bought 'em by the boatload, then
proceeded to customize, modify, race, and generally flog
the machines in every imaginable way on road and track." q\
No telling what Edward Turnei dead since 1973, would
think of Arie VanSchyndel's Triumph 500, a rigid-framed
chopperi not that Arie really cares.
VanSchyndel lives the Kustom Kulture lifestyle, all day
every day. He and brother Mark produce the Hot Rod Havoc
and Two Wheel Terrors series of videos, plus Arie runs lDA,
an underground fabrication shop in Costa Mesa, California,
creating hardtail frames, goS tanks, handlebars, sissybars-
basically anything that requires cutting steel then welding,
grinding, and bending it into shape. As if all that doesn't
take up enough of his time, he and a partner started Black
Deck, a small skateboard shop. Not that Arie is complaining
about any lack of downtime.
"We like skateboards, punk rock, motorcycles, low riders,
anything that's cool," he says. "lt allows us to have fun all
day!"
VanSchyndel sees a strong connection between his fa-
vorite musicians and the custom bikes he likes to build and
ride. "Look at how punk rockers dress," hB explains. "They
take something, cut it, add this, add that, change it, make it
coolen Same as with a bike or car."
The opportunity to put that build philosophy into action
came when VanSchyndel acquired al97?Triumph 5OO from
a friend. His first step in turning a stocker into something
custom? n'Take everything off, now you have a motor, a
frame, the two wheels," hB says. "Then you even take stuff
off the gas tank, cutting it, making it smaller."
ln the case of this Triumph, the frame also came in for
special treatment. Off came the rear section, the shocks
and the swingarffi, replaced by a welded-on triangulated

143
hardtail done in the JDA (Just Do Anything) shop. VanSchyn-
del, having seen one too many awkward stretch jobs, had a
particular look he was after: "l didn't want the bike to sit too
low, like most choppers you see, I wanted it to stay tight and
short," he says. "l also wanted the hardtail to look like it was
from the factory."
Early Triumph telescopic forks, a Z1-inch front wheel with
tiny "hillstopper" brake, and a 16-inch chromed rear rim
wearing a meaty tire had the bike's stance just right. Arie
borrowed the Bates-style headlight, seat, and ribbed Wassell
rear fender from another of his bikes. When it came time for
a fuel tank, a quick search of JDAs shelves turned up some-
thing useable-albeit after a Iittle in-house modification. "l
had a tank laying around the shop, but it looked too wide so
I cut it apaft and made it narrower" he explains. "l also low-
ered the tank's tunnel so that it sits nicely on the frame."
Now in need of handlebars, vanSchyndel fired up his
welder again to create a set of narrow Z bars, left un-
chromed. "l had some bars already made but none looked
quite right, so I made a set just for this bike," he says
matter-of-factly.
As befits any bike from a company whose full name is JDA
Bare Metal Customs, the frame on vanSchyndel's iilumph
goes down the road without benefit of the rust-inhibiting
propefties of a paint job. The industrial look is in and, be-
sides, corrosion isn't much of a problem if you live in sunny
so-cal. The gas tank and rear fender; however, would not
go uncoated. Just as in the 196Os when Von Dutch paint and t 1g',r ipffi
pinstripes put a custom bike or car over the top, these days
a painter who goes by the "nom de brush" of Skratch is high-
ly sought after in southern California. When Skratch stopped
by JDA for a visit and saw the 5OO in mockup form, he
persuaded Arie that the right paint job would really set off all
that raw steel. The result is a complex scheme of diamonds,
Iines, panels, and shading in a chunky metalflake that would
do a rock band's drum set proud. And true to the painter's
word, the juxtaposition between his glossy, involved paint
and the rough, unhewn frame tubes, handlebars, and fender
struts works to complement both treatments.
From the last three years of rriumph 5oo production,
the chopper's tightly drawn unit-construction twin is a good
match for VanSchyndel's compact rigid frame. In keeping
with the bike's overall theme, its cases were cleaned up but
remain far from show-polished. Adding all the visual bling
the motor needs are a quartet of finned alloy rocker inspec-
tion covers, and sprouting from the right side of the bike a
very purposeful-looking Joe Hunt magneto plugs into the
stock points cover location, negating the need for a battery.
Both additions are period-correct accessories and add to
the chopped Triumph's ring of authenticity.
We suspect that even the right honorable Edward Turne6
wherever he may be, wouldn't be all that unhappy with the
outcome. (DEt

144
 L=+

5OO Triumph

Bike Name: 500 Triumph ITI Rebuild RIM Goodyear

Make: J.D.A. Bi ke Category/Gene: Chopper Brakes: Front: Hall craft mini-drum; rear:
Creator: Arie VanSchyndel Year of Rebuild:2012 stock mechanical drum
Support: Michael Perrech Bodywork: "Scratch" Electrics/lnstruments: Electro n ic
Motor: "Meatball" ignition
tUl Donor Exhaust: Moore's Cycle, cut down Paint/Powder: "Scratch"
Manufacturer: Triumph Front Suspension/Fork: Stock Pafts: Moore's Cycle
Model: T-100 Tiger Tires/Wheels: Front 21" Rim Avon
Year of Build:1968 Speedmaster; rear: Harley-Davidson 16"

145 Arie Vanschyndel


Deus Ex Machina
The Mouse Trap
What we have here might be called a "beach tracker," a style that has evolved
in Deus Ex Machina's Sydney, Bali, and Venice, California, locations, all of which
are in close proximity to salt waten Think of it as a street-tracker that wouldn't
look out of place with a surfboard rack attached.
Before we get into details about the bike, first a little on the company name.
Deus Ex Machina (pronounced n'Day-us x Mackeena') is from the Greek, mean-
ing literally "God from the Machine," and it's actually a plot device in ancient
dramas wherein a thorny problem was quickly resolved when some all-knowing
deity was physically lowered onto the stage via a crane, CGI special effects still
several centuries in the future. Today we take it to mean any unexpected solu-
tion to a seemingly insurmountable issue.
Which, come to think of it, perfectly describes the task of transforming an
ordinary Yamaha Scorpio 225 commuter hack into something worth riding. Ac-
tually, the stock bike's bones are pretty good: a stout tube frame with single-
shock rear suspension, powered by a four-valve single that loves to rev. So
that's what Deus started with, tossing almost everything else into the bin.
Bodywork is pretty simple: an alloy gas tank, tire-hugging rear fender, and tiny
supermotard-style front blade. That's it. Wheel-wise,l7-inch rims were laced to
powder-coated stock hubs with stainless spokes, providing a home for wide[
stickier rubber. Suspension was lowered slightly at both ends for a more ag-
gressive stance. The entire engine was treated to a coat of satin-black paint.
For increased aural stimulation, a heat-wrapped header leads to twin stainless-
steel mufflers from l-aser.
Painted blue and called "Mouse Trap," the finished product is definitely a
better-built Yamaha Scorpio. 'The plan was to build a little cat6 racer to zip
around the streets of Sydney Harbor and beyond," says Deus. Mission more
than accomplished. (DEl

Bike Name: The Mouse Trap wI Rebulld unit; custom fenders Rear Suspension/Shocks: Revised rear bars
Make: Deus Ex Machina Bike Category/Gene: Mini caf6 racer Motor: Standard airbox eliminator; bat- spring rate Foot Controls: Standard
Year of Rebuild.2012 tery relocation Tires/Utlheels: Custom 17' wheels; Electrics/lnstruments: Custom clock
tUl Donor Frame Moditicatlons: Complete strip of Exhaust Custom header into l-aser twin powder-coated hubs and rims laced in PainUPowder: Custom paint and
Manufacturer: Yamaha the chassis; fabrication for seat, tank, muffler stainless powder-coated th roughout
Model: Scorpio 225 exhaust, and battery box Front Suspension/Fork Lowered with Brakes: Braided line Approximate Work Hours: 1-2 months
Year of Build: 2OO7 Bodywork Custom alloy tank; alloy seat progressive springs Hand Controls/Handlebars: Custom Edltion: Unique

146
147
 @

ta
- \A'-

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r

DP Customs
Grabber Blue Caf6
Brothers and best friends lustin and Jarrod Del Prado both chucked promising
corporate careers to follow their passion and open their own custoR-r bike shop.
That was several years back. Ever since, DP Customs has been turning out a
steady stream of stripped-bare specials f rom a small but well-equipped metal-
sided building in New River, Arizona.
.Justin's interest in redoing Harley-Davidson lronhead Sportsters gave the
new company its direction. Produced from 1957 to 1985 when it was replaced
with the all-aluminurn Evolution design, the iron-barreled Sportster was by then
seen as old, oily, and unreliable. Available inexpensively, used lronheads worked
nicely with DP's business plan of making affordable custom motorcycles, "Built
by the workiR' man for the workin' man," priced as close to $10,000 as possrble.
While most of DP's builds are muscular bobber-style rigids, the boys know
their way around fully suspended cafe racers, too, as shown by "Grabber,"
named for the 1978s shade of factory Ford blue on its tank and tailsection,
broken up with a Shelby-white racing stripe. While the fuel tank was an as-
tound piece originally fitted to a 1968s Sears Mojave, the seat cowl was made
in-house, crafted from steel to echo the shape of the tank. Quilted upholstery
spans the distance between tank and tail.
lustin prefers the later XL1O00 versions of the lronhead V-twin, like this1985
model, and he's become expert at rebuilding the motors. Standard operating
pnocedure for the weepy XLs: "We go through every seal and gasket until it's
100 percent leakproof." The buttoned-tight motor runs DP's Crossover exhaust,
with the rear cylinder's pipe working its way forward to cur[ around the f ront jug
and dLrmp gases off the bike's left side. For this build the f rarne was left Iargely
stock, with the rear f rame rails bobbed just aft of the shocks to work with the DP
seat. Suspension was lowered slightly and fitted with stiffer springs front and
rear. The Sporty retains its 16-inch rear wheel, which isn't strictly cafe correct,
but adds a certain burliness the Del Prados like. Can't blame 'em. (DEt

Bike Name: Grabber Blue Cafe
Make: DP Customs
Creator: lustin and Jarrori DeI Prado
IT.l Donor
Manufacturer: H a rJey-Davidson
Model: lronhead Sportster
Year of Build: l9B5
tIl Rebuild
Bike Category/Gene: Cafe racer
Year of Rebuild: 2011
Frame Modifications: Chopped frame
after the rear shock mounts
Bodywork: Rear cowl/seatpan: DP Cus- Harley-Davidson
toms; gas tank: Benelli Mojave Tires/Wheels: Front: l9"x11B mm; rear:
Motor: Stock 1000 cc "16"
x 'l3O mm
Exhaust: DP Customs Crossover Brakes: Stock
Front Suspension/Fork: Lowered and Hand Controls/Handlebars: DP Cus-
stiffened toms clip-ons
Rear Suspension/Shocks: Stock Foot Controls: Chai nsikle rear-sets
Paint/Powder: Paint by DP Customs
Parts: Biltlvell lr-rc.
Approximate Work Hours: Too many
to count!
Edition: Unique

148
 f.l,
4
!.
I

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*?.li
,tl*

Untitled Motorcycles
UM-Z Scrambler
Self-described as "two guys and a girl making custom motorcycles out of a
workshop in Camden, London," Untitled Motorcycles is a nondenominational
shop that builds bikes for everyday use, as opposed to focusing on pure speed
or achieving an over-hip Iook. A scan through the company catalog shows a
Honda C8350, a Kawasaki Z-1, even a modern Kawasaki-based bobber, plus
this fortified 1979 BMW RBO, all of which look like they were made to be ham-
mered all day long.
Recycling the Beemer began with a full engine overhaul. While that was be-
ing attended to, the frame was stripped, all unneeded brackets and tabs were
ground off, the rear subframe was bobbed, and the battery tray was moved to
an under-gearbox location, freeing up space in the middle of the bike.
Keeping it stylishly gritty, the gas tank and headlight bucket were left in bare
metal, just clearcoated to ward off rust, Urban coolness achieved, the bike was
recently featured in a photo shoot with Noomi Rapace of Ihe Girl With The
Dragon Tattoo fame. (DE)

Bike Name: UM-2 Scrambler iIl Rebuild
Make: U ntitled Motorcycles Bike Category/Gene: Scram bler
Creator: Adam Kay and Rex Martin Year of Rebuild:.2O11
Frame Modifications: Subframe short-
titl Donor ened; all brackets removed
Manufacturer: BMW Motor: Engine overhauled
Model: RBO/7 Exhaust: New handmade header pipes
Year of Build:1979 with custom exhaust and end pipe
Front Suspension/Fork: Stock
Rear Suspension/Shocks: Rear sus-
pension modified
Tires/Wheels:18" rim with hubs
powder coated satin black; heavy-duty
sta in less-steel spokes
Brakes: BMW stock brakes with under-
tank cable-operated reservoir tank, headlight clear powder-coated
Hand Controls/Handlebars: Custom bar Approximate Work Hours: 3 months
using classic British controls Edition: Unique
Electrics/lnstruments: New wiring loom
made to allow for new headlight shell to
fit speedo and oil and neutral lights
Paint/Powder: Frame, wheels, hubs,
subframe powder-coated satin black;

149

lamesville
12OO U Flathead
Harley-Davidson Flatheads are typically eclipsed by their flashier siblings, the
Knuckleheads, Panheads, and Shovelheads, but they've always been ame-
nable to customizing, as until recently they were much cheaper to buy! They
don't have the tire-spinning grunt of the overhead-valve HDs, but they do
have a compelling look, and a very low profile without all that valve gear up
top. Flatheads make an ideal centerpiece for long, low customs, especially of
the type popularized by ZerolShinya Kimura in lapan. To create that stretched
out, insect-like aesthetic with a taller HD motor typically requires a "gooseneck"
frame extension to lengthen the wheelbase, but a Model U Flathead is such a
short engine, a fairly stock f rame gives almost the same effect.
James Roper-Caldbeck operates his Jamesville shop in Denmark. He is an
Englishman with a penchant for old Harleys. When he purchased a modestly
customizedl94T Model U, it had already passed through many changes of mo*
to-fashion, although remarkably, the frame, motor, gearbox, and oil tank were
original to the bike. "lt camewith the SU carb, then I added the Morris Magneto,
chopped-down speedster handlebars, l9-inch aluminum rims, and a Empi
stinger exhaust for old time's sake." This mild customizing, plus the addition of
a springer fork from a military WL Harley-Davidson, gives the machine a pur-
poseful, sporting look. To keep the vibe of what James describes as a "working
machine", the gas tank was coated with gun bluing, while the rest was painted
black. The finished machine ended up looking just like a road-going 1940s flat-
track WR Harley-Davidson racer. lt's so old school it could just be old, but its raw
metal muscularity and super-low lines mark it as something contemporary, and
very appealing indeed. (PdOl

Bike Name: 12OO U Flathead ITI Rebuild custom EMPI Stinger muffler Foot Controls: Stock
Make: Jamesville Bike Category/Gene: Bobber Front Suspension/Fork: Stock Electrics/lnstruments: Custom speedo;
Creator: James Roper-Caldbeck Year of Rebu il d: 2OOB/ 2AOg Rear Suspension/Shocks: None vintage cloth wiring; Morris Magneto
Bodywork: Custom Sco moped; British Tires/Wheels: 1 9" aluminum Akront; Paint/Powder: Tank is treated with "Gun
tIl Donor rear fender ti res: Vintage Diamond-Tread Blue," which originally is for shotguns
Manufacturer: H a rley-Davidson Motor: 74 U; belt drive; SU carburetors; Brakes: Stock Parts: W&W J.W. Boon
Model: 74 U Morris Magneto Hand Controls/Handlebars: Jamesville Approximate Work Hours:160 hours
Year of Build:1947 Exhaust: Original exhaust; Jamesville custom springer bars Retail price: $19,OOO

150
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El Solitario
Ducati Petardo
The Petardo is El Solitario's'l0th build, radically different than even their pre-
vious, controversial machines, which David Borras describes as "a metisse
(cross-breed), as it started as a 1993 Ducati 6OOss but was soon juiced up with
a 9OOS big valve moton The rest is just our madness, which reflects our'an-
ime'at this stage; fed up with the current minimalist approach to electronics
and other components in a Custom motorcycle. ln fact, we now believe that
hiding all the neccessary equipment that makes a motorcycle fast is a coward-
metal, and the Petardo is his "state of the Custom" message: "We were so tired
of the never-ending flock of internet customs with the same ironing-board-like
ish, hideous, pointless job. All 'organs' like switches, pumps, coils, regulatol
cables, hoses are on the outside and linked in Dadaist un-harmony. We wanted
seat, fake bates headlight and wi-fi electrics ... uff. We just needed to do the
contrary and make fun of it. Petardo is wild, overpowered, over informed, over
to embracelempower the veins and arteries that move the body! Same with the blacked, oversized. ln sum, it is EXCESSIVE with capital letters. This bike has
instrumentation and lighting equipment: we have Lambda sensors that calcu- constituted a milestone for us and we will never go back to what we did before-
late the airltuel ratio on each cylinder, plus gauges for fuel pressure/oil pres- for good!" (PdO)
sure/temperature/voltmeter/exhaust gas temperature ... obviously these are all
things a well-informed man (or an intrepid woman) should never leave his ga-
rage without!" Borras has never shied from expressing an opinion, in words or

Bike Name: Ducati Petardo tTI Rebuild Front Suspension/Fork: Onl ins rear-sets back in a 1O-liter jerrycan, and is pro-
Make: El Solitario Bike Category/Gene: Dadaist Rear Suspension/Shocks: Penske Electrics/lnstruments: Custom display pelled to the carburetors by an external
Year of Rebuild:2O13 Tires/Wheels: 17" wire rims with Heide- with two Lambda gauges; exhaust gas fuel pump through dry-break lines
Frame Modifications: Shortened and nau Super Rain tires temperature; oil pressure and oil tem- Approximate Work Hours:700 hours
fTl Donor narrowed at the back Brakes: Stock perature; voltmeter; tach and speedo Edition: Unique
Manufacturer: Ducati Bodywork: Custom, all in alloy Hand Controls/Handlebars: Custom Paint/Powder: Black chromed body on
Model: 9OOss Motor: Blueprinted stainless handlebar powder-coated frame
Year of Build:1993 Exhaust: Custom stainless unit Foot Controls: Custom aluminum Other Modifications: Fuel sits at the

154
155
Cole Foster:

Cole Foster is one of those guys who can do no wrong. He's f6ted in the
car world, and he's pretty good at building motorcycles too.

156
 Fole Foster is one of the best car builders in the United
IlrStates: he's got a place in the National Hot Rod Hall
of Fame to prove it. But he's equally at home building bikes.
ln his garage you'll find two Harley Panheads, a Harley Evo
custom, and a 197O Triumph.
t-* |

He works out of Monterey County, California, and these

days has a relaxed demeanor to match. His company, Sa-
linas Boys, builds sleek, otherworldly vehicles for the likes
t>.,;
of Sammy Hagar and Metallica's Kirk Hammett, but Cole .O
Foster almost became a racer-not a constructor.
"My father tPat Fosterl built and drove drag-race cars
for a living, so lwas exposed to that a lot as a kid. lstarted
working on the cars after school when I was about 13 years
old, and when I was arou nd 2Q, dad started building cars for

t,

\
"l believe that there are lines
drawn, and ltry not to go pasf
them. lwon't make a 1949
Panhead look like a'cafe' bike."
Cole Foster
Blue Max Racing in Texas. lfollowed him there, working on
the funny car team, but a Iot had changed in racing. Corpo-
rate sponsors, orders not to talk to guys on other teams ...
I soon knew it wasn't for me."
Cole went back to California and started building for
himself. The hobby shop gradually turned into a full-time

job: "lt was a slow transition. Cars in the day, waiting tables
at night," he remembers.
He started to focus more on bikes, partly because they
don't take so long to build. And given Cole's famed attention
to detail, time is a big factor. His style could be described
as "minimalist bobbe[" with a light and clean aesthetic.
ln 2OO1, he built the Blue Bike, a stripped-down, perfectly
proportioned hardtail with a RevTech Evo motor. The motor-
cycle world sat up and took notice.
Since then, Cole has worked mostly on two-wheeled cus-
toms. "We mostly build V-twins. They're really the dinosaurs
of the bike world, air-cooled carbureted throwbacks. But
they're fun, f-yeah, and have the cool factor. American pig
iron with history: outlaws, Evel Knievel, Ricky Graham flat-
tracking the mile."
He has a very clear vision of what a bike should be, and
sticks to it. "l believe that there are lines drawn, and I try
not to go past them. I won't make a 1949 Panhead look like
a'cafe'bike. Itryto stickto an era, and l'm careful not to go
too hi-tech. I try to keep my builds from stepping over my
lines and the rules that I set."
There's no shortage of buyers who share Cole's single-
minded vision, and he takes pains to keep that vision pure.
"lf l'm building for a custome[ I take in what they have in
mind, and iust think on it for a bit. I try to get a good plan and
stick to it. A lot of times, customers will start changing their

157
Moon Rocket
lnspired by the bikes of drag racers such as Leo Payne and Boris Murray, Cole
Foster's Moon Rocket burst onto the custom scene in 2?O7.lts foundation is a
bobber test "roller" that Cole built for Custom Chrome in 2001. The project had
been left to gather dust at the back of a warehouse, but Cole decided to get the
bobber back and spent three months on the new build. Despite the short time
frame, most parts are custom-made-from the f rame to the controls to that raw
aluminum fairing, reminiscent of vintage Honda racers. The engine is a 100 ci
RevTech Evo and the wheels and rear brake are Custom Chrome, with Brembo
calipers.

Bike Name: Moon Rocket III Rebuild
Make: Salinas Boys Customs Bike Category/Gene: Hot rod
Creator: Cole Foster Frame Modifications: Cole Foster, rake
3O degrees
t$l Donor Bodywork: Rear fender: Cole Foster;
Year of Build: 2AA7 fender struts: Cole Foster
Motor: Engine manufacturer: RevTech
Evo/1OO ci; cases: RevTech; cylinders:
RevTech; heads: RevTech; rocker boxes:
RevTech; carburetor: RevTech; air filter:
Cole Foster; transmission: S-speed/
RevTech; case: RevTech; clutch: BDL;
primary drive: BDL
Exhaust: Custom
Front Suspension/Fork: Parks custom
springer; triple trees: Parks custom
spnnger
Rear Suspension/Shocks: None
Front Wheel: Custom ChromelSpoke;
21"; tire: Avon Speedmaster; caliper:
Brembo; rotor: Custom Chrome
Rear Wheel: Custom Chrome/Spoke,
18"; tire: Avon '130 x18
Brakes: Brembo
Hand Controls/Handlebars: Custom
Foot Controls: Custom
Footpegs: Custom Chrome
Electrics/lnstruments: Headlight: Little;
taillight: Cole Foster
Paint/Powder: Colort raw; painter: Mike
Hubbs; graphics: Chaparral Signs; plat-
ing; polishing: Jordan Skow
Other Modifications: Gas tank; cap:
Cole Foster; oil tank: Cole Foster; seat:
Backdrop
Approximate Work Hours:3 months'
build time

158
159 Cole Foster
 Not surprisingly, an apprenticeship at Salinas Boys is in
demand. "l've had many young guys come and work and
become very skilled, and they're on their own now. I used to
get upset when they left the nest, but l've come to know it's
a natural thing. Now I just wish them well, and am a proud
papa."
Cole has one of the sharpest eyes in the business. As a
kid he loved drawing and design, and wanted to be a fine
artist. So he's all too aware of the potential pitfalls when
building a bike: there are many great stylists, and many
skilled craftsmen, but few people who have both skills in
equal measure.
"lt's hard because great craftsmen sometimes make re-
ally ugly bikes. Or get 9O percent of it right, and then blow it
on one thing. Most of it is taste, and that's subjective."
For Cole, God is often in the detail. "l enjoy making the
little jewelry the most, like a hand control from scratch, and
metal shaping the tanks." His least favorite part is the wir-
ing, with brake lines a close second.
A lot of his inspiration comes from outside the custom
scene. "l get inspired daily from the world around me. I
expose myself to many things outside motorcycles. lf you're
too close to your subject matte6 you're not seeing enough.
There are many beautiful things out there, natural and man-
made, so I keep my eyes open."
He admires the work of Roland Sands and Shinya Kimura,
and younger guys like Yaniv Evan of Powerplant Choppers.
His eye is also drawn to lapan: "lt has too many great build-

mind because they saw a magazine and Iiked something, r

but ! try to keep the bike on track. Sure, small changes are
f
fine-but I try to drive forward, rather than be driven." }

I
ln part, he puts his business success down to being able I

to "read" his customers. lt makes things easier, not just

from the design point of view, but also the financial. "You
need to know what your customer plans to do with the bike. rL
tr,,--
Try to keep your customers to the plan, and if they change *_
it, let them know it will affect the cost."
Moon Rocket is one of Cole's best-known custom bikes.
An essay in metalworking skills, it was inspired by the bikes
of drag racers such as Leo Payne and Boris Murray, and built
for Shin Takizawa, creative director of the lapanese brand
Neighborhood. Given the breadth of bike-building skills to
be found in Japan, it says a lot about Cole's reputation that
he was picked for the job.
The platform for Moon Rocket was a bobber test "roller"
that Cole built for Custom Chrome in 2OO1-a project that
was left to gather dust at the back of a warehouse. Cole got
that bobber back and spent three months on the new build.
Despite the short time frame, most parts are custom-made-
from the frame to the controls to that raw aluminum fairing.
There's nothing too grandiose about Cole's workshop:
It has just enough space for two cars and two bikes to be
worked on at the same time. ("Small enough to not have room
for'dead players,"' he comments.) ln the shop, Cole's as-
sisted by his close friend Todd Gravelle two days a week, and
employs as many as three guys full-time on bigger projects,

160
ers to name. That scene changes pretty fast; last year it was
making fairly stock old Harleys look like barn finds, with rare
aftermarket 194Os parts on them."
He notices that builders in the United States seem to
be getting younger. "For some it's a fashion statement, but
I'm sure half of them will stick with it. Some customs seem
to be kinda retro, so era-correct, it gets boring.Afew years
ago, a lot of it was about early 196Os bike movies. That's
now been done to death, so they are doing more interesting
takes" A lot of fairings, more bodywork, it's neat stuff. lt's
maybe not so great for the parts manufacturers," he notes,
"because builders are now making a lot themselves and us-
ing a lot of parts from eBay and swap meets, especially for
Shovelheads and earlier."

"l gef inspired daily from the world

around me. Iexpose myself fo
many things oufside motorcycles,
lf you're foo c/ose fo your subjecf
matter, you're nof seeing enough"
There are many beautiful things
out theret natural and man-mad€,
so lkeep my eyes open."
Cole Foster
tlrt
I

tl
I r.9.;t

As recognition of Cole's work gathers pace, you get the

sense that he's found his place in the world. "l've turned a
passion into a living. I like traveling, and building motorcy-
cles has taken me around the world. So I feel very fortu-
nate," he says.
He's also got a little space to indulge himself these days.
"l still enjoy drawing and design, and doing sculpture. I even
made my wife an aluminum Stetson cowboy hat with a bikini
to match." (CHI

161 Cole Foster

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 Snowracer:

Slant
Artlst
Dashing through a winter
wonderland on Ehinger Kraftrad's
nostalg ic hi I lcli mber.

ocated in Hamburg, Germany, Ehinger Kraftrad looks

Ih less like a motorcycle shop and more like something
from the pages of Architectural Digesf. But don't let the
whitewashed brick walls, the planked-wood flooring or the
trendy repurposed industrial furnishings fool you. There's
some serious bike-building going on here.
Founded in 2oo8 by Uwe Ehinger and Katrin oeding,
the shop has a thing for Harley-Davidsons of the l93os
and 194os, which is fitting as Uwe once made his living as
a classic-bike broker; chasing down old vincents, Moto
Guzzis, and Nortons as far afield as the small villages and
back alleys of Argentina. of the authentic bobber-style
bikes the company specializes in, he says, "Most projects
at Ehinger Kraftrad begin with a relatively simple ques-
tion: How original do we want it to be? Finding the answer
becomes an almost philosophical undertaking every time
we do a conversion."
on other bikes, though, the rules get bent so that old
and new happily coexist. Take, for example, the Snow-
racel which has billet pieces to go along with its brass and
coppel a Magura BMX shock controlling the actions of its
ancient springer fork, and a Yamaha minibike gas tank sup-
plying fuel to the Flathead Harley-Davidson V-twin.
Even that engine is a mix-n-match proposition, with
cases and cylinders from a 1936 vLH model, a rare one-
year-only model of Milwaukee's workhorse Flathead, topped
with the alloy high-compression heads from a 1946 ULH,
cinched down here with brass bolts. Whether flathead or
overhead valve, the long production runs of Harley-David-
son engines, often numbering in the decades, allow this
kind of parts interchange and gives custom-bike builders
lots of room for interpretation.
spark is provided by a tried-and-true magneto sitting
atop the cases, while the completely overhauled motor
breathes through slightly more modern technology, an ltal-
ian Dell'orto carbureton Exhaust gases are dumped over
the right side via stubby headers that look like they came
right off a 193os board tracken Muffling? well, as Ehinger

164
 -F'
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 adheres to the bike's old/new script, consisting of a tradi- the build became known as the Snowrace[ a name that
tional leather-covered tractor-style saddle but sprung with stuck and that also inspired the refrigerator-white paint
levers and a modern bicycle shock. scheme. Whether snow or steeply-angled dirt, traction is
Styling is strictly hillclimber, but not the European form assured with a chunky Continental TKC 8O knobby criss-
of the sport where cars and motorcycles are timed as they crossed with lengths of nasty-looking chain.
negotiate a twisty ribbon of road that winds its way up a hill. Asked to put his shop's build philosophy into words,
This is the simpler type of competition from 193Os America Ehinger replies, "Precision, high-quality, and minimalist
when "slant artists" found the steepest, tallest dirt hill in design." That description certainly applies here. The front
their area-the closer to a cliff the better-then lined up at end, for instance, starts with the old VHs springer fork, then
the base and with virtually no run up, gUnned themselves adds that BMX shock working though alloy rockers made
and their machines toward the clouds. Powe6 traction, and in-house. The shop also created the triple-tree that holds
the ability to keep the wildly rewing bike from flipping over the springer and the gullwing handlebars that bolt to it. That
backwards were what counted, and whoever made it far- kind of dedication and attention to detail was rewarded with
thest up the incline won the day. a fine second place in the 2O'12 AMD World Championships
Madly dashing up the picturesque hillsides of northern of Custom Bike Building. lt's clear, though, that with this
Germany is frowned upon these days, but there is a lot of bike Ehinger is concerned less about trophies and more
somewhat sheepishly notes, the setup "serves more as a frozen precipitation during wintertime, so almost as a joke with the first big snowfall of winter. (DE)
directional guide for exhaust fumes than a means for reduc-
ing noise." lt helps to be on good terms with the neighbors
and avoid early morning start-ups.
Situated iust aft of the engine is the American aftermar-
ket industry's contribution to the project, a Baker "6-lnto-
4" gearbox and kickstart mechanism, so-named because
Bert Baker somehow has managed to persuade a six-speed
gearset into traditional four-speed cases, resulting in a true
overdrive transmission-not that Snowracer will be doing
any extended highway touring!
Ehinger worked with German specialists NHPower to
mate an open primary belt and clutch to the Baker trans-
mission. The clutch's star-shaped alloy pressure plate was
red-anodized, just about the only thing on the bike that isn't
painted white, plated or left in the bare metal.
Continuing Ehinger's "United Nations" approach to bike-
building, France's Beringer Brakes was brought in to supply
Snowracer's stoppers. Contrary to what a quick glance
reveals, these are actually hydraulic discs. Popular with
custom builders, Beringer's lBS, or lnboard Brake System, a
concept borrowed from the aviation industry hides down-
sized rotors within the wheel hubs. Originally developed for
supermotard racers to minimize brake damage in a crash,
the result is modern stopping power with a clean, classic
look. You have to look really closely to discover the calipers
and tiny hydraulic reservoirs. Beringer makes a twin-disc IBS
front brake but Snowracer gets by with just one rotor as the
bike isn't really intended for hot laps on a roadrace course.
Bodywork was sourced in a variety of ways. The rear
fender started life as the valanced front fender on some old d
Harley-Davidson, but as racers and bob-jobbers have done
for the better part of a century now, this was trimmed and
moved to the back end, where its kicked-up lip adds just
Snowracer
the right amount of jauntiness. Short, drilled struts give it
support. The fuel tank is a more recent artifact, taken from Bike Name: Snowracer tIl Rebuild Rear Suspension/Shocks: None RAL 9OO2
Make: Ehinger Krattrad Bike Category/Gene: Hillclimber Tires/Wheels: Contlnental, Morad Parts: Magura, Dell'Orto, Baker, Beh-
a197@s Yamaha TY8O, the kid-sized observed trials bike, its Year of Rebuildl. 2411/2012 Brakes: Behringer lnboard ringer
aluminum treated to some minor reshaping by Ehingen The tIl Donor Frame Modifications: None Hand Controls/Handlebars: Behringer Approximate Work Hours: 33O hours
Manufacturer: Harley-Davidson Bodywork: Ehinger Kraftrad Foot Controls:Tarozzi Edition of: Unique
oil tank is all-neq its upper and lower halves whittled from
Model: Flathead U/VLH Motor: Ehinger Kraftrad, NH Power Electrics/lnstrumentations: Ehinger Retail Price: Price on demand
big blocks of aluminum then welded together before being Year of Production: 1936/1946 Exhaust: Ehinger Kraftrad, Edelstahl Kraftrad
plumbed with brass fittings and copper oil lines. The seat Front Suspension / Fork: VL Springer Flaint/Powder: Ehi nger Kraft rad,

167 Ehinger Kraftrad

 pizr
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HardNine Choppers
D'MX
Danny Schneider fell in love with BMX at the age of six and still rides 20-inch-
ers now. He combined his obsession with custom motorcycles and that first
love of old-school BMX in the build of this Harley-Davidson.
As the boss of Swiss custom-bike builders, HardNine Choppers, Danny used
this project to prove to the world he wasn't happy following existing trends. He
admits the result seems to provoke a love or hate reaction, and he's happy with
those extreme reactions.
he could wheelie the ancient, three-speed 75O. He needs to ride with one foot
back and the other forward to pop the foot clutch. Check the bars, there is no
HardNine mated the 1942 Harley-Davldson chassis, engine, and transmis- clutch or brake lever. (Gl)
sion with actual BMX handlebars, bar clamp, and footpegs. The wheels are from
a 1989 Harley and the rear is mated to the original 1942 drum brake. The cast
wheels were chosen, and coated white, to look like the groundbreaking Skyway
wheels of BMX's golden era.
Danny spent two months making the gas and oil tanks, then machined the
heads to give the engine more of a Flathead look. He is a former professional
freestyle motocross rider and positioned the stunt pegs near the rear axle so

Bike Name: D'MX tTl Rebuild sprnger Parts: Handmade

Make: HardNine Choppers Bike Category/Gene: U nclassif iable
Creator: Danny Schneider Frame Modifications: None
Bodywork: Gas tank; fender; bars; foot
tiEl Donar controls; wheels; pipe; oil tank
Manufacturer: Harley-Davidson Motor: Original
Model: WLA 75ACCM Exhaust: Handmade
Year of Build:1942 Front Suspension/Fork: Modified
Rear Suspension/Shocks: Rig id Approximate Work Hours: A lot
Tires/Wheels: M od if ied
Brakes: Drum brake original
Hand Controls/Handlebars: H a nd made
Foot Controls: Ha nd made
Electrics/lnstruments: Ha nd made
Paint/Powder: Monster Kustoms

168
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169
Deus Ex Machina
The Flug
Steve McQueen inspires a Yamaha225 to greatness.
Here's proof that the patron saint of coolness, St. Steve of McQueen, is still
alive, never mind that the movie star took his last breath in 1980. Who else could
make a pedestrian little runabout !ike Yamaha's Scorpio 225 ullra-desirable just
by the simple application of a paint scheme once worn by one of his race cars?
Of course, the guys at Deus Ex Machina had something to do with the trans-
formation too. ln fact, when they got through with the Yamaha, not much of the
original equipment was left. All of the bodywork, for instance, hit the road, re-
placed a custom alloy gas tank... and nothing else-no fenders, no sidepanels,
nothing, just frame rails. Not much of a seat, either; with enough air beneath the
rear portion to pass your hand clear through to the other side.
What remained was painted in the orange/blue Gulf Oil livery made famous
by the fearsome Porsche 917 sports car McQueen drove in his 1971 movie Le
Mans. Simple, clean, and cool. What's not to like? (DE)

Bike Name: The Flug f.Dl Rebuild Motor: Standard airbox eliminator; bat- Tires/Wheels: Standard hubs laced with der coat throughout
Make: Deus Ex Machina Bike Category/Gene: Mini tracker tery relocation stainless spokes; painted rims and hubs Approximate Work Hours:1-2 months
Year of Rebuild:2@1O Exhaust Custom header into Danmoto Brakes: Braided line Edition: Unique
tTl Donor Frame Modifications: Complete strip of muffler Hand Gontrols/Handlebars: Custom
Manufacturer: Yamaha the chassis;fabrication for seat, tank, Front Suspension/Fork: Prog ressive bars
Model: Scorpio 225 exhaust, and battery box springs Foot Controls: Standard
Year of Build: 2OO7 Bodywork Custom alloy tank; seat unit; Rear Suspension/Shocks: Revised rear Electrics/lnstruments: Custom clock
custom fenders spring rate Faint/Powder: Custom paint and pow-

170

Deus Ex Machina
The Elegant Mongrel
Nobody is doing more these days with Kawasaki's W650 than Deus Ex Machi-
na, the bike shop/surf store/coffee bar/T-shift sellers that has franchises in
Australia, lndonesia, Venice Beach, California, and now Milan, ltaly.
!ntroduced in 1999, Kawi's air-cooled 675 cc parallel-twin has distinctly classic
British architecture but with the added visual oomph of a bevel-drive tower ac-
tuating its overhead camshaft, all very ltalianesque. lt's a good-looking engine
that works well in a variety of custom applications, from bobber to caf6 racer.
Elegant Mongrel, built by ace spanner man Michael Woolaway in the Venice
Beach shop, is a little of both, with a touch of BSA Hornet thrown in for good
measure. lf it looks more compact than other W65O customs, that's by design,
as Woolaway retrofitted the shorter swingarm from a Yamaha SR400.
The bike's tiny gas tank and seat cowl were both done in alloy, with a slab of
tuck-n-roll leather in between, while the twin mid-level exhausts were ceramic-
coated black. lf the effect is of a 196Os AMA dirt-tracker being wheeled to the
startline at the Peoria TT, then Woolaway has done his job well. (DEI

Bike Name: The Elegant Mongrel tSl Rebuild Motor: Standard airbox eliminator; bat- units Electrics/lnstruments: Custom elec-
Make: Deus Ex Machina Bike Gategory/Gene: Caf6 tracker tery relocation Tires/Wheels: Standard hubs laced with tronic speedo
Year of Rebuild: 2O13 Exhaust Sublime fabrication custom brass-plated spokes; powder-coated Palnt/Powder: Custom paint and pow-
IUI Donor Frame Modifications: Subframe modifi- 2-2 exhaust system in black der coat throughout
Manufacturer: Kawasaki cation; swing arm conversion with a unit Front Suspension/Fork Lowered with Brakes: Braided line Approximate Work Hours: 2-3 months
Model: W650 from a Yamaha SR40O progressive springs;fork leg swap to Hand Controls/Handlebars: Custom Edition: Unique
Year of Build: 2OOo Bodywork Custom alloy tank; alloy seat give a 197O's feel bars
unit; custom fenders Rear Suspension/Shocks: lkon custom Foot Controls: Standard

171
PainTTless:
Shlne Onrcu
Craz Diamond
Mechanical excellence and its pristine steam-punk Iook won
Thunderbike's PainTTless the world title.
f s a franchised Harley-Davidson dealer in Hammin-
Ax.ln, Germany, Andreas Bergefforth's business is
selling new motorcycles, but his passion is building outra-
geous customs, which he does through his Thunderbike
shop attached to the dealership.
He's pretty good at it, too. To date, some 160 customized
motorcycles have rolled out of the busy shop, but none were
more involved than "PainTTless," which he and his team
designed and created from scratch. lt was iudged Best
Freestyle Machine at the prestigious AMD World Champi-
onships of Custom Bike Building, held at the Sturgis Rally
in South Dakota in 20'12. From the beginning that was the
lofty goal for the build, and just to make things that much
a true old-school racef so much like the early pioneers that
if we needed a part we didn't go to a shelf or a catalog, wG
made it or found it," Bergerforth explains. Luckily, Thunder-
bike is staffed by skilled craftsmen and talented machinists
who know how their way around a CNC program.
The heart of the bike is a 1984 Harley-Davidson lronhead
Sportster engine from late in the powerplant's 2B-year
production run. But you are forgiven if its appearance fooled
you into thinking it was much olde4 maybe something
taken from a 193os Brough Superior. Thunderbike began
the transformation by sawing off the rear portion of unitized
engine's cases where the transmission is normally housed,
a radical step. Bergerforth had a plan, though. He wanted
the retro look of a separate engine and gearbox package. So
a1942 Harley-Davidson WLA tranny was hooked up to the
shortened 1OOO cc V-twin via an exposed duplex primary
chain whirring away on the left side.
Because he wanted to run old-style twin Amal Monob-
loc carburetors, Bergerforth fitted a second rear cylinder
up front, rotated 18O degrees so there was room for a carb
on each side of the motor-plus the arrangement means
that there's now an exhaust header on the right and left.
This cylinder transplant involved more machining for new
oil passageways, and while they were at it, the team split
and reshaped the rocker boxes, an old chopper-builder's
trick from the 197Os. Factor in milled engine covers, one-off
pushrod tubes, and a host of copper- and nickel-plated
more difficult, there would be almost no paint to hide any
metalworking flaws. Every last stroke of handwork by the
Thunderbike crew would be on display in bare metal under
the harsh spotlight.
"When we decided to build a bike for AMD, it was clear
that it had to be the best we had ever built," Bergerforth
says of PainTTIess, the odd spelling indicating not only the
paucity of paint but also his fascination with the famous lsle
of Man TT races. "The name says it all-no colori no paint,
no powdercoat, no filler-the preliminary work had to be
perfect!"
Nor would there be a lot of ready-made components
purchased from outside sources. "We wanted it to look like
172
 L
!

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La-

\
hardware, and it's easy to see how the engine's true age
would be hard for even an expert Harley watcher to deci-
pher. An eBay-procured 1928 Bosch magneto mounted in a
horseshoe-shaped housing up front helps with the ruse, as
does the Thunderbike-built hand-shifter setup.
'At this point, everything Iooked all right, we were well
on schedule," remembers Bergerforth. "That was before I
made a list of all the things not yet done!"
The chassis needed to mount the yesteryear-looking
engine/transmission, which would eat up the remainder of
the bike's all-consuming eight-month build time. For ease
of modification, the first mockup was genned up in plywood
and cardboard. Transferred to metal, the final assembly is a
complex combination of round tubing, flat plates, l-beams,
and alloy parts, all either plated or polished, with any welds
first ground to seamless invisibility. The signature piece is
the beautiful finned-aluminum oil tank that pulls double
duty, also serving as the seat's subframe. Rear suspension
is via a system of levers and a pair of horizontally mounted
shocks, while up front there's a unique Thunderbike-engi-
neered fork assembly that mixes springer and telescopic
technology. lt may look old-timey, but this bike wouldn't be
possible without lots of hidden high-tech.

"The name says it all-no color,

no paint, no powdercoat, no
filler-the preliminary work had
fo be perfect!"
Andreas Bergerforth

For instance, PainTTless rolls on a very special set of

wheels. What appear to be old-fashioned, almost-Victorian
rims actually started out as solid blanks of aluminum that
were chucked up in Thunderbike's CNC machine and then
processed for what must have been days! Under all that
intricate machine work are hidden rotors, and if you look
closely you can just about see the modern Honda brake
calipers, another eBay find. Tall-sidewall l9-inch tires, oil

174
 Qf

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175 Thunderbike
 tt-
t

Avon ribbed front, and Heidenau block-tread rear complete
the vintage illusion.
The aluminum fuel tank and jaunty little seat cowl were
hand-formed on wooden bucks and had to be metal-fin-
ished to near-perfection if they were truly going to remain
paintless as Bergerforth intended. "This was especially
difficult. Every surface had to be completely smooth without
even the slightest dent or wrinkle," he says. "lt's a milli-
meter by millimeter process, particularly with the extreme
culves involved." Same goes for the curvaceous quarter-
faring, it shape seemingly dictated more by the rushing
wind than the hand of man. lt is topped by a small piece
of plexiglass, its yellow tint playing off the tan perforated
leather of the seat and handgrips.
There actually is a small amount of paint on the bike, like
the graphics, applied by Ingo Kruse, and the faux cast-metal
finish applied to the wheels. But everywhere else you look
the eye is rewarded with polished alloy, chrome, nickel plate,
and touches of brass and copper, The warmth of the latter
keeps things from being boringly monotone, as well as ef-
fectively imparting the desired 1930s feel.
After PainTTless won big in Sturgis, impressing judges,
show-goers, magazine editors, and rival builders alike,
Bergerfofth decided to take some time off from the com-
petitive show circuit. No doubt he'll be back soon, the only
question being, how can he possibly top this? No doubt it
will be fun to see. (DEt

PainTTless
Bike Name: PainTTless
Make: Thunderbike
tiE Donor
Manufacturer: Harley
Model: Sportster lron Head
Year of Build:1984
tIt Rebuild
Bike Category/Gene: Drag Racer
Year of Rebuild:2O12
Exhaust: Thunderbike
Tires/Wheels: Front: Thu nderbi ke
3.50 x'19" Avon Roadrunner; rear:
4.OO xl9" Heidenau
Brakes: Thunderbike, Honda, brake
master K-Tech fldchentechnik; BEWICO Oberfldchen-
Hand Controls/Handlebars: Th u nder- veredelung
bike Approximate Work Hours: B months
Foot Controls: Thunderbike Retail price: €150,000
Paint/Powder: A. Kruse Metall-
veredelungen
Other Modifications: A. Kruse
Metallveredelungen; Fischer Ober-

176
 v*
I Y

---

Thunderbike
Raven Motocycles
Raven
One of the most appealing things about the new interest in custom motorcycles
is the human scale of it all. These are very personal, approachable motorcycles.
Unlike the glitzy big-bucks neo-choppers of the recent past, today's custom
builders don't need huge shops, a Hollywood wife, or a hit cable-television se-
ries. A few old parts and the desire to build something different will do just fine.
Enter North Carolinian Jeff Gundlach, who thinks the world is ready for a
mash-up motorcycle constructed of components from ltaly, England, and
.lapan. "l started with a blank piece of paper and a head full of classic bikes,"
he says of the genesis for his retro Raven special, which he hopes to take into
small-scale production. "l wanted to build something unique, powerful, Iight,
f unctional."
For powe6 the Raven uses a motor very familiar to Gundlach, a longtime Moto
Guzzi rider. lt's the 75O cc V-twin from a1972 Ambassador model, but here he
has turned it 9A degrees so the cylinders run north*south instead of sticking
out sideways as Guzzi intended. This configuration required a separate gear-
box so Gundlach engineered fitment of the four-speed transmission, clutch,
and primary drive from a 1968 Norton Commando. Starting is via leg power
only, which he admits requires "a mighty whack." The next Raven will have its
compression ratio lowered a full point to make kickstarting easier.
A custom f rame was needed to house the newly assembled power package.
From experience Gundlach wanted a S8-inch wheelbase and a Z5-degree
steering-head angle. Working with the headstock, forks, swingarm, wheels,
and brakes from a readily available late-196Os Honda C8350, he created a
mockup frame entirely in wood. Satisfied with the result, he transferred the
design to steel.
So far, two years and some 1,500 hours' worth of his hard work has resulted
in the one Raven prototype, which Gundlach has track-tested and taken to sev-
eral motorcycle events. He hopes to sell up to five replicas a year for $25,000
a copy, and is already at work on a companion single-cylinder model. (DEl

Bike Name: Raven Norton Commando, 1968 Honda 35O Bodywork: Customized new design Tires/Wheels: Honda 35O Parts: Strick's Cycle shop, Asheville,
Make: Raven MotoCycles Year of Bulld: 1968-1971 parts Motor: Moto Guzzi 75O twin; Norton Brakes: Honda 35O North Carolina & Eish Ent. Ohio
Creator: Jeff Gundlach transmission, clutch, and primary Hand Controls/Handlebars: Moto Guzzi Other Modifications: Just about every-
tTl Rebuild Exhaust: Custom clutch thing has been modified
tTl Donor Bike Category/Gene: Roadster Front Suspension/Fork: Honda 350 Foot Controls: Custom Approximate Work Hours: 1,500 hours
Manufacturer: Moto Guzzi, Norton, Year of Rebuild: 2O'11 Rear Suspension/Shocks: Honda 350 Electrics/l nstruments: Custom over 2 years
Honda Frame Modifications: Completely new swingarm, with shock mount modifica- Paint/Powder: Spray cans, some Edition: Unique
Model:'1971 Moto Guzzi Ambo 754, 1968 frame design tions powder Retail price: $25,eOO

178
179
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Cyclops Motocycle as the "world's most out*of-date motorcycle factory."

BSA AT Plate Armor
From japan comes an armor-plated Beezer.
Ironic, isn't it, that we have to travel all the way to Japan to find maybe the
coolest American-style British custom? That woutd be Plate Armor, a',l953 BSA
5OO cc A7 twin done bobber-style by Cyclops Motorcycle, Takashi lshigaki's
one-man bike shop/industrial-furniture studio in Kyoto. jokingly self-described
Maybe so, but cool good looks never go out of style, and this cut-down
case with IshiEaki's full-metal BSA, which Decker singled out as his favorite
pick from among the 35o bikes entered. Good choice, ieff, (DEI
Beezer, running a plunger f rame, 1930s Web girder fork, cocktail shaker muf-
flers, spool hub, 21-inch f ront wheel, and liberally sprinkled with brass and cop-
per and nickel-plate and polished alloy, rings true and authentic.
It certainly impressed Jeff Decke[ motorcycle sculptor, historian, and custorn
builder in his own right, when he first saw it at the Joints Custom Bike Show
in Japan, where he was a visiting judge. Decker has gone on record as frankly
despising most modern showbikes, which he describes as "over-thought, over-
built gross contraptions that hardly function as motorcycles." Def initely not the

Bike Name: BSA A7 Plate Armor ITI Rebuild Exhaust: Handmade Paint/Powder: Painted by Kamikaze
Make: Cyclops Motorcycle Bike CategorylGene: Hot rod Front Suspension/Fork: Handmade paint and Sonny Boy Paint
Creator: Takash i lshigaki Year of Rebuild: 20gg Rear Suspension/Shocks: Stock Approximate Work Hours: 6 months
Frame Modifications: Neck and rear Tires/Wheels: Front: 21"; rear: 19"
lIl Donor plurrger Brakes: Stock
Manufacturer: BSA Bodywork: Gas tank; rear fender; seat; Hand Controls/Handlebars: Handmade
Model: AZ etc. Foot Controls: Handmade
Year of Build: 1953 Motor: Open primary Electrics/lnstru ments: Stock

180
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Cyclops Motocycle
Yamaha SR4OO Shooting Star
lf ever there were a blank canvas for Japanese custom-bike builders, the Ya-
maha SR4OB is it. Produced largely unchanged for the home market frorn 1978
to 2008, the single-cylinder roadster is plentiful and cheap on the used-mo-
torcycle market. They respond well to being bobbed or chopped, or to being
turned into cafe racers and street trackers.
Takashi lshigaki at Cyclops Motorcycle went tlre bobber route with his Shoot-
ing Star SR. As the engine needed a rebuild anyway. he dropped in the crank-
shaft assembly from an SR5OO, identical save for its longer stroke. Struts re
place shocks, a quick, inexpensive way to achieve a lowdown hardtail rear end.
To match, the front forks' travel was shortened by several inches.
lshigaki wanted an ultra-narrow look, hence the 21-inch front wheel, rectangu-
lar headlight, downsized gas tank, small solo seat and bobbed, tire-hugging rear
fender. Cut-down drag bars on short risers stay on theme, topped with a genuine
Smiths speedometer for a Iittle English ambiance. A classic, star*shaped paint
scheme capped the two-month build and gave the bike its nickname. (DEl

Bike Name: Yamaha SR"4gA Shooting tIl Donor Frame Modifications: Lowered seat rail Tires/Wheels: Front: 21", rear: 18"
Star Manufacturer: Yamaha Bodywork; Gas tank; rear fender; seat; Brakes: Stock
Make: Cyclops Motorcycle Model: SR40O etc. Hand Controls/Handlebars: Hand made
Creator: Takashi lshigaki Year of Build: l9B3 Motor: SRSOB Crank Shaft Foot Controls: Handmade
Exhaust; Handmade Paint/Powder: Painted by Kamikaze
t+l Rebuild Front SuspensionlFork: Lowe red Paint
Bike Category/Gene: Bobber suspension Approximate Work Hours: 2 months
Year of Rebuild:2A11 Rear Suspension/Shocks: Rigid f rame

181
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Classified Moto:
11
Rg lln the Uncooltt
while inventing a new style of high-performance customs.

F,p.
_fi*{ry,
ry

-
-
 Flassified Moto has built a solid-gold reputation in the
VCustom bike world by seeking out forgotten or iust
plain uncool bikes from the 1980s, and somehow discover-
ing the "cool within." From their workshop in Richmond,
Virginia, owner John Ryland is the ultimate makeover artist,
able to twist our heads 18O degrees on bikes we would have
snickered at iust a few years ago: Yamaha Viragos, Honda
Twinstars, obsolete Honda enduros. They've established
a pattern: take an ugly mid-1980s/early 199Os machine
nobody else would think of customizing, strip it completely,
and apply what has become the "Classified formula" to cre-
ate a Cinderella bike everyone clamors for.
The application of their magic wand includes, typically,
the addition of top-shelf sportbike forks (often anodized
gold), a beety swingarm out back, occasionally single-
sided, to accept a much wider rear tire, and a stubby muffler
of questionable legality, then ditching both fenders, and
topping off the suddenly aggressive-looking bike with a
slimmer, smaller fuel tank from an obsolete Benelli single or
vintage Yamaha enduro. While this "formula" varies, follow- I

ers of the internet custom Scene would recognize Classi-

fied's signature in any bike thus transformed, especially if
i,
the donor machine was an ugly duckling that becomes a
black swan with a bad attitude.

Classified Moto are connoisseurs

of forgotten and uncool motor-
cycles. They somehow see value I
in bikes we overlook, which nev- D
\t\\ .\
ertheless aren't bad bikes.
In truth, just about any motorcycle out of Japan from the
'l9BOs onward is guaranteed to perform decently and be re-
liable. Using completely non-iconic motorcycles as the raw
material of their customs means Classified's work stands
on its own merits, rather than atop the shoulders of giants
... they're "standing on the shoulders of midgets" to reach 31:,;{1
great heights.
For example, their Tiny Moto started life a 1978 Honda
CM185, the Twinstar, the tepid faux-cruiser mockery of

The tiny Glassified Moto workshop ln Rlchmond, Vlrglnla, Unlted States

185
 everything that was good and bad about the 197Os chopper
scene and the "Easy Rider" era, thoroughly boiled-down to
remove every ounce of rebellion that once existed within
extended forks, pullback'bars, and a laid-back riding
position. The little TWinstar carried all those style cues in
cartoon form, free of genitalia and teeth, a smiley-face "you
meet the nicest people on a chopper" stake in the heart
of sideburn-7os cool. The Honda cM185 was the uncool-
est motorcycle possible because it aped what was hot
many years before, like your comb-over high school History
teacher with sideburns and flared polyester pants; once
you saw him, you knew that style was over. Back in 1978,
the Honda Twinstar drove a stake in the heart of Custom
motorcycles.

It is therefore not tar short of a

miracle that Classified Moto has
resurrected the CM185 and im-
possibly transformed one into a
covetable small motorcycle on
which an adult with a shred of
dignity could ride anywhere and
turn heads.

XS65O-Yamazuki
Built for the photographer Adam Ewing, a friend of Classified Moto's found-
er John Ryland, this Yamaha XS65O custom is one of the workshop's first
creations that set the tone for Classified Moto as a brand. Known to skillfully
merge modern sportbike or dirtbike front ends on older bikes, Ryland took a
1982 XS65O Heritage Special, modified its subframe, relocated components, The gauge casts a glow from behind the screen at night, reminiscent of an old
and added steel mesh side panels as well as a shorty rear fender. The motor is tube guitar amp.Adjustable woodcraft clip-ons adorn the bars. Stripping the
rebuilt with carbs jetted for open exhaust and pods. A custom battery tray with old paint off the tank, Ryland left a stripe of the former non-stock red. Cracked
Autometer voltmeter mounted behind custom perforated metal sidecovers. and weathered, it gives a hint of the bike's past life.

Bike Name: XS650-Ya mazu ki
Make: Classified Moto
Creator: John Ryland
Support: Greg Ownby (Mechanic)
tTI Donor
Manufacturer: Yamaha
Model: XS650 Heritage Special
Year of Build:1982
tll Rebuild
Bike Category/Gene: Alt. custom
Year of Rebuild: 2O1O
Frame Modifications: Modified sub-
frame; relocated components
Bodywork: Steel mesh side panels;
shorty rear fender
Motor: Rebuilt motor with carbs jetted
for open exhaust and pods
Exhaust: Modified stock
Front Suspension/Fork Modified
Suzuki RMZ25O
Tires/Wheels: Front: Warp 9 supermoto
17"; rear'. stock replaced with stainless
spokes Paint/Powder: Tank stripped except for
Brakes: Front: Suzuki RMZ25O with stripe of old paint, then clear-coated
Warp 9 rotor
Hand Controls/Handlebars: Woodcraft
clip-on bars
Electrics/lnstruments: Simplified wiring
harness; relocated battery; vintage
voltmeter mounted under the seat

186
 While the Tiny retains the basic frame and engine of the
original Twinstaf everything else about the machine was
reconsidered. The wheel hubs were laced onto l8-inch rims,
and the front forks dropped in their triple clamps to level
the stance. The tank was sourced from a Suzuki TS125T trail
bike, a tiny Bates headlamp nestles between the fork tubes,
and Classified's signature perforated-metal seat cowl and
side panels keep necessary covers lighter, to the eye and
the scales. The complete look of the Tiny Moto is mostly en-
duro, until the quick-detach parcel basket (with its vintage
waterski bottom) is bolted on behind the seat, then Tiny
becomes a city machine, and it all makes sense.
lronically, the TWinstar was designed to be an un-intimi-
dating urban runaround, with a target market of women rid-
187
ers. By some circularity of karma and desire, Classified has
taken that design brief and blown the 197Os polyester out of
it, so that it does exactly what it was designed for, 35 years
later. Strangely, early 197Os enduros also fit this bill, which is
probably why the Tiny ends up visually in that camp.
The Tiny was commissioned by ad agency gal Christina
Gairon who had never ridden a motorcycle, but was a fan of
Classified Moto
)o/9z0-Original
The XV9Z?-Original is Classified Moto's spin on a Yamaha Virago and the
first bike John Ryland and his team built for an actual customer. Bob Ranew
had fallen in love with a Virago 75O that Classified Moto had built a year earlier,
and once a direction was agreed, Ryland tore into a 92O he had on hand in his
shop. Joining forces with Maxum Machine and master welder Casey Hyatt, he
convefted the rear end and added Classified's signature front-end swap. Hav-
ing designed the swingarm connecting points, Ryland spent a couple of weeks
shuttling the bike between Maxum, Hyatt's place, and his own garage until
he deemed it perfect. Based on a 1982 Yamaha Virago XV92OR, the XV92O
Original is fitted with highly modified Yamaha YZF-RGS and Triumph Daytona
shocks, a2OO9 Yamaha YZF R6-R fork with a modified triple tree and upgraded
bearings, and the rear suspension from a 2OQB YZF R6-S. Minimal, high-im-
pact paint, nickel plating, and features like custom seat rails, pan and foam with
a hand-sewn cover amount to the bike's clearly unique look.

Bike Name: XV92O-Orig inal
Make: Classified Moto
Creator: John Ryland
Support: Greg Ownby (Mechanic), Bob
Kitson, Mike Benini (Fabricators)
tIl Donar Frame Modifications: Custom sub- shock harness; relocated battery; Acewell
Manufacturer: Yamaha frame, modified swingarm mount Tires/Wheels: Front: Metzeler 130/BO- digital gauge
Model: XV920R Motor: 920 cc V-twin 17"; rear: Yamaha YZF R-6 wheels, Paint/Powder: Frame powder-coated in
Year of Build: 1982 Exhaust: Custom 2-l Dunlop D616180/55-17" textured black
Front Suspension/Fork: Ya ma ha Brakes: Yamaha YZF R-6 Parts: Galfer Brake Lines
tTl Rebuild YZF-R6R Foot Controls: Custom, nickel-plated Other Modifications: Benelli Mojave
Bike Category/Gene: AIt. custom Rear Suspension/Shocks: Highly modi- steel fuel tank, nickel-plated
Year of Rebuild:2O1O fied Yamaha YZF-R6S; Triumph Daytona Electrics/lnstruments: Si m pl if ied wi ring

188
Classified from their internet notoriety. "We wanted the bike
to be completely un-intimidating for a new rider. We knew
Christina would appreciate a more vintage aesthetic, but we
also wanted it to be 'Classified' even though it wasn't'mean'
I
looking. We didn't model it after any particular style, we iust
/
stripped it down to the bare essentials and gave it a nice
level stance with I8-inch wheels front and rear (powder-
coated antique white)."
More typical of Classified's builds is the )(V92OR6-R,
based on a 1982 Yamaha Virago, which was so successfully
realized, their estimation in the Custom world was instantly
elevated to the top of the tree. This machine solidified the
Classified "formula," with bare-knuckle mechanicals, maior
suspension and brake upgrades, a bigger rear tire, and a
distinctive yet minimal paint iob. "We think we've found a

"The Virago is pretty much a

checklist of things I don't like in
a motorcycle, but there seems to
be an unlimited supply of them
for sare at reasonable prices, and
people are sfarting to do really
coolsfuffwith them."
John Ryland

,(
-a
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tl7

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nice balance of creativity, quality, and price," says Ryland.

"The Virago is pretty much a checklist of things I don't like
in a motorcycle, but there seems to be an unlimited supply
of them for sale at reasonable prices, and people are start-
ing to do really cool stuff with them."
By discarding everything about the Virago but its engine
and frame, most of that "checklist" is deleted, and the wide-
angle V-twin engine suddenly becomes a muscular asset.
By adding gold-anodized sportslracer forks and bulletproof
swingarm from a YamahaYZF R6-R, the impossibility of
a Virago sportbike evaporates. Classified's approach to
adding the necessaries to this potent core-seat, lights,
exhaust, controls-seems mostly a case of "not screwing it
up" rather than active embellishment.

189 Classified Moto

CMl8s-Tiny Moto
lohn Ryland built this little faux cruiser for his former advertising co-worker
Christina Cairo, who gave him free reign in building a bike for her to live out
a newly-fangled passion in two-wheeling. He took a '1978 Honda CM185T-a
bike he deems "ahead of its time" as it looks so "eighties"-and transformed it
into the Tiny Moto. The original wheels were swapped for 18-inchers front and
rear to give it a level stance, then everything not strictly necessary was stripped
away. The tank was snagged from an old Suzuki dirt bike and nickel-plated to
prevent rust. After some waffling on color, Ryland and his team decided to do
a copper stripe on top of the tank, which worked out nicely and matches the
custom seat crafted by their friend Roy Baird. There are lots of little bits of per-
sonality on this diminutive moto, including a quick-release nickel-plated basket
that incorporates an old Cypress Gardens water ski. The taillight is made from
a stainless-steel fishing-rod holder that Ryland had snatched from his ancient
Aquasport before it went to boat heaven. What the Tiny Moto lacks in powel, it
makes up for in character.

Bike Name: CMlBs-Tiny Moto Year of Build:1978 cowl and side cover; Suzuki TS125 tank, Rear Suspension/Shocks: Hodaka Roy Baird of Richmond, Virginia, United
Make: Classified Moto nickel-plated with copper top stripe vintage States
Creator: lohn Ryland t$I Rebuild Motor: Carb tuned for modified exhaust Tires/Wheels:18" wheels front and rear, Other Modifications: Custom remov-
Support: Greg Ownby (Mechanic) Bike Category/Gene: Alt. custom and intake powder-coated white with stainless able parcel basket made from nickel-
Year of Rebuild:2O1O Exhaust: Modified stock with steel- spokes; Duro vintage-style tires plated steel and a repurposed water ski;
t$l Donor Frame Modifications: Shortened sub- mesh caps to match bodywork Hand Controls/Handlebars: Mod if ied taillight made from a fishing-rod holder
Manufacturer: Honda frame, integrated battery box Front Suspension/Fork: Stock, lowered superbike bars with Posh grips from John's old boat
Mode!: CMlB5T Bodywork Steel mesh nickel-plated for level stance Parts: Custom saddle upholstery by

190
JonFh\

The tank is a 1960s Benelli Moiave item, nickel-plated

with a red stripe, the seat a minimal cantilever plank from
behind the engine, the lights literally the minimum legal
requirement for the state of Virginia. A simple two-into-one
exhaust with truncated megaphone gives the proper "life-
saving" warning of approach, and a set of fat tires keep that
big engine from spoiling the overall proportions. Net result:
an internet sensation, a full order list for Classified Moto,
and worldwide curiosity for what obscure bike they'll choose
next time, opening our eyes to the possible. (PdO)

191 Classified Moto

 -:1 <F -.

Christian Klein
Ducati
lf, indeed, poets and painters suffer for their art, then so too can engineers and
lathe operators. lt just so happens that Christian Klein is both the latter; and the
man's suffering has resulted in this sparsely beautiful Ducati 35O cafe racer,
industrial art on wheels.
Actually, calling it a Ducati is a misnomer, as only the engine castings origi-
nally hail from the factory in Bologna. Almost everything else was handcrafted
by Klein in his small German workshop. There's good reason the bike is tat-
tooed with "Ch. Klein" inscriptions in various locations. His work on the bike
occupied several years, no doubt much of his free time, and everywhere you
look you see immaculate attention to detail in chamfered edges, drilled holes,
eccentric bushings, polished alloy, even handmade screws and nuts-it's like a
master class in machining.
Embracing the classic Ducati single is a steel frame of Klein's design and
fabrication, using a repurposed Honda 6B0 monoshock and Yamaha RD fork
tubes for suspension. The frame itself is of "stressed member" construction,
doing away with the lower cradles and using the engine as an integral part of
the structure. The lack of under-engine tubing allowed Klein to snuggle a pair of
mufflers into that space. He then bent exhaust tubing that takes a g0-degree
turn upward, curls its way around the rear shock, finally shooting to the rear
underneath the abbreviated solo seat.
Speaking of which, there's likely more suffering involved here. Seating ac-
commodations consist of a Spartan aluminum pan, its only concession to com-
fort consisting of two thin strips of foam rubber. One doesn't even like to con-
template the effects of heat transfer from the muffler passing just below. Hey,
nobody ever said art was easy! (DE)

Bike Name: Ducati IIl Rebuild Front Suspension/Fork: Yamaha RD, pension struts; rear suspension spring;
Make: Christian Klein Bike Category/Gene: Cafe racer 35 mm brake pump; gas tank were purchased
Year of Rebuild:2O1O Tires/Wheels: Mod if ied but heavily modified; all else is custom-
Frame Modifications: Custom Brakes: Modified made for this motorcycle by Christian
t$l Donor Bodywork: Tank modified by Christian Hand Controls/Handlebars: Christian Klein
Manufacturer: Motor Ducati Klein Klein Approximate Work Hours: 3OO hours
Model:350 Scrambler Motor: Ducati 350 Scrambler Foot Controls: Custom Edition: Unique
Year of Build: 197O Exhaust: Christian Klein Other Modifications: Rims; f ront sus- Retail price: €10,000

192
193
Rodney Aguiar The builder's name might be unfamiliar, hrut it's likely yolr've admired Rod-
ney's handii,vork" Aguiar is one of tl're in-hor-rse fabricators at Roland Sands
built a rnotorcycle around a carengine. Unlike EJ, AEuiar hasn't used Arnerican
rnuscle, instead choosing a Mazda 138 Wankel rotary, from a crashed Ii,4azda
Designs, v'rhere he helps create custom trikes for high-profile customers and RX-7 sportscar. lt's an engine that, in stock form, delivers 2A0bhp and drinks
Revelation clients, plus project bikes to showcase new RSD bolt-on parts" fuel like a jumbo jet. It's snrooth and cornpact (for a car nrotcr. Look at Revela-
The f ruits of his day job labor delights everyone f rom, at one end of the scale, tion's wheelbase for a very clear illr-rstration of 1:st holv incredible high perfor-
Rodney Aguiar does not want to fit in. Rodney Agular does not lvant to be in custom-bike website Iurkers who've never llandled anything more polverful mance motorcycle engine-packaging is).
your gang. Rodney Aguiar doesn't want to be your f riend. Jr:st looking at Revela- than an iPad, to, at the other extreme, the head of design at BMIW Motorrad. Revelation is fitted with double-throated Weber carb and custonr pipes to
tiott, a bike with a Biblical name and apocalyptic intentions, it's clear Rodney Revelation, however, is a throwbackto a lrygone era of crackpot experirren- produce even more power and soundtrack that could lvake the dead. Radia-
Aguiar does not think like the rest of us. tation bythe likes of EJ Potter-The Michigan Madrnan. Lrke Potter, Aguial. has tors and fans to keep the potentially fragile rotary rnotor happy are slung in the
bellypan posttion. It transfers the power through a BMW RIlBOGS transmission
and shaft drive, while the front end-forks, triple clarlps, lvheel, arrd brrakes-is
Bike Name: Revelation t$l Rebui/d Lab Foot Controls: Custom rearsets by from a late-model Suzuki GSX-R758.
Make: Propulsion tab Bike Category/Gene: Drag racer, pclver Front Suspension/Fork: 2AA4 Suzukl Propu lsion Lab A fire-and-brimstone quote f rom the book of Ezekiel is painted on the cus-
Creator: Rocl ney Ag ular cru iser GSX-R]8BB Electrics/lnstruments: None, j ust use tom, appropriately-shaped coffin tank. [t r,varns: "llviil execute great vengeance
Year of Rebuild: 2OBB Rear Suspension/Shocks: 1 995 B [I \t/ your best lLrdgrrent on thern wlth wrathfLtl rebukes; and they shatl know that I am Yahweh, when I

l[] Donor Frame Modifications: Custom GS ll88 Paint/Powder: Pl-opu lsion [-aht shall lay my vengeance on them."
Manufacturen BMW Bodywork: All aluminurn faLtricated lry Tires/Wheels: 2BB5 Suzuki GSX-R758 Other Modifications: The whole damn And while Agr:iar might not actually lay dor,vn any great vengeance on a day-
Model: GSI18ts PropLr!sion Lab Brakes: 2685 Suzuki GSX-R759 thing is custom to-day basis, lget a feeling, just tooking at Revelation propped on its sidestar-rd.
Year of Build: lgg5 Motor: Mazda l3B Hand Controls/Handlebars: 2085 Approximate Work Hours: 458 hours that with his rnotorcycle's help, he could. (GlI
Exhaust: Box of exhaust by Propulsion Suzuki GSX R756 Edition: t-Jnique

194
195
Kurt Walter, ICON:

Serial Offender
Gear manufacturer ICON is responsible for some of the United States's most extreme
customs. But design director Kurt Walter says there's method in the madness.

\ \.
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ICON's Design Director Kurt Walter

196
 is not your standard motorcycle apparel company.
ICON
I The brand is edgy and in-your-face, with high-octane
graphics and a serious dose of attitude. But behind the
front, there's a serious message: the gear works, and it
saves lives.
The man driving the direction of this unorthodox compa-
ny is Kurt Walte6 ICON's design director. He's also a prolific
motorcycle builder with a passion for retro sportbikes.
Ninjas, lnterceptors, Hurricanes, Gixxers-Kurt loves them
all. "Plastic-shrouded freedom, oozing with cool," he says.
"The sportbikes of 1984 through 1993 were the objects of
my greatest desire-and they still are today."
Kurt's vision is clear and forceful, as you might expect
from someone who spent five years in the US Navy. He
started developing the ICON concept while working at the
motocross apparel company Thor-a brand owned by Parts
Unlimited, the huge distributor of aftermarket accessories.
ICON was spun off into a separate entity in20O2, and Kurt
"Every build te,f/s the sfory of its workshops. "ICON builds are bombastic, aggressive, and
visually compelling. They're created to take huge dares and
went on a mission: to put protective gear on the most at-risk creation-the good, the bad, and juvenile risks. They speak in the dialect of teenage boys,
group of motorcyclists, younger "street-oriented" riders.
The type who also like high-performance sportbikes, but
the ugly. lwant people to want to suggesting that imagination and rebellion and internal com-
bustion are all very worthy pursuits."
skimp on the gear. read thaf story and nod their head The bikes are not "pretty" but they have an arresting
Kurt has made ICON's concept bikes inseparable from quality. And some people, inevitably, find that hard to take.
the product design process. "l build them to provide inspira-
in agreement, laugh at the irony, or "Every build tells the story of its creation-the good, the
tion for the gear. ln turn, the gear stafts to influence the next become enraged at the audacity." bad, and the ugly. I want people to want to read that story
bike build. It's an odd work methodology, but it works for me." and nod their head in agreement, Iaugh at the irony, or be-
ICON's headquarters is a little unusual, too. Half of the
Kurt Walter come enraged at the audacity." Much like the ICON brand
building in Portland, Oregon, is dedicated to product design itself, the bikes elicit a love or hate reaction. And Kurt's iust
and development, and the other half is a workshop. ldeas fine with that.
and themes bounce around easily. He's a big-picture person, rather than a micro-manager.
Like Deus Ex Machina, ICON understands the impor- "l'm all about the conceptual phase of the build. Our vision
tance of culture, and how headline-grabbing bikes can help doesn't allow for a singular 'ultimate' custom, We spend
to shift stock. "Finding a way to pay for your builds is the hours discussing ideas and directions, debating the pros
toughest challenge in the building process. The financial and cons of components and genres and fabrication tech-
cost can be a great struggle unless you're hiding a large niques." He loves researching parts and scouring the web
trust fund. Most builds are money-losing endeavors." for unique components.
fl'here's a more personal cost too: "The incredible amount When it's time to turn Kurt's ideas into reality, builders
of time spent on builds can exact a painful cost on relation- are selected for very particular skills-whether it's electri-
ships with the wife and kids," Kurt notes in an aside.) cal, mechanical, fabrication, or paint. "We also have video
Deus and ICON may share a similar approach to busi- and photo and marketing guys that get involved at various
ness and branding, but the bikes from Portland are worlds points, helping to bring everything togethen lt's an incredibly
apart from the showroom-style machines created in Deus's creative team working toward a singular goal," says Kurt.

197
' ,r?' '*'
git.r.t,"

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198
 .+
:t.tit.
-? :

Dromedarii
One does not simply ride into Mordor. Or its equivalent. Such journeys require
planning, conditioning, and the mental ability to forsake everything to achieve
a singular goal. Such journeys also require the correct hardware and a worthy
steed. The Dromedarii is ICON iOOO's answer to such a mount" Sired from the
bloodlines of uncompromised stock, she is the result of a Triumph x ICON col-
laboration, with a singular mission of brrnging humanity back to wastelands"
The Containment Conflicts had not only decimated the human population, but
they had also taken a heavy toll on the infrastructure. Both from the armament
expended during the conflict and from the following lack of maintenance, the
roads, bridges, and byways had been left in a state of advanced decay. The
Dromedarii, based on the stout bones of a Tiger BOOXC, had been modified
to meet the needs of the rcAA outriders. Onlins-stiffened suspension, Conti
TKCBO rubber, and raised subframe increased her offroad capabilities. All the
Tiger's original plastics had been removed and replaced with steel cages and
plates to protect vulnerable engine components. A bespoke oversized fuel
tank, along with auxillary Rotopax fuel cells, provided increased range of op-
erations. PIAA HID lighting combined with a Ballistic lithium battery increased
overall lowlight visibility while reducing weight. Finally, f ront and rear load-bear-
ing racks were added for carrying requisite supplies and munitions.

Bike Name: Dromedarii tIl Rebuild Rear Suspension/Shocks: Ohlins

Make: ICON Motosports Bike Category/Gene: Scrambler Tires/Wheels: Conti nenta
I

Year of Rebuild:2012 Hand Controls/Handlebars: Rox Speed

tIl Donor Frame Modifications: Chopped and Electrics/l nstru ments: P IAA-LED
Manufacturer: Triumph rebu i lt subf rame/ta I section
i lighting
Mode!: Tiger BO0 Bodywork: Suzuki GSX-R jerrycan gas
Year of Build: 2012 tank; Ducati race tail
Front Suspension/Fork: Ohl ns
i

199 Kurt Walter, ICON

 "That bike taught me a lot of pain- One of the best examples of the ICON approach is Low
Down & Shifty, an attention-grabbing (and utterly imprac-
ful and expensiye /essor?s. lt took tical) Yamaha XS65O with "oblique ergonomics, kidney-
forever to finish, and if 's virtually rupturing suspension, limited Iighting, and almost no fuel
range." lt's also probably the first XS to sport a Hayabusa
unrideable. With a pedigree like front end. "That bike taught me a lot of painful and expen-
that, how can you not love it?" sive lessons," says Kurt. "lt took forever to finish, and it's
virtually unrideable. With a pedigree like that, how can you
Kurt Walter not love iY?"

Speed Cretin Mainstream manufacturers such as Triumph and Ura!

The Speed Cretin originally came into the ICON family in 1984. Found for that spend too many weekends in the deep woods, time would exact a heavy love it too. Both companies have sent bikes to Kurt's work-
sale on the side of a lonely Oregon highway, it was an ill-considered impulse toll. Pegs broke, kickstarters stripped, and wheels bent. Sumps would crack and shop for customization, and although the results barely
buy-but a deal too good to walk away from. By way of the neighbor's borrowed cheap 3O-weight would soil the soil. And then one day, without warning, there
pickup truck, the TT was proudly shuttled home, and in time, the true genius of
resemble their production counterparts, they've attracted
would be a new girl. All plastic and shiny. The other men called her an XR400,
the purchase would become apparent. For this was a bike that would change but the TT knew what she really was-whore! And so it came to pass that the TT good publicity for all concerned.
things, this was the bike that would simultaneously open doors while shutting would take the dreaded ride to the shed out back. There she would sit amidst Kurt's own personal preferences are surprisingly different
down the competition. For years the Cretin would rule the dark shadowy world the broken mowers and boxes of dusty Transformers. Waiting. Plotting.
of theTillamook Burn that is ICON's broader home region. But as with all things
to the bikes he oversees, and lean toward the East. He lauds
Shinya's early work atZero in lapan, and also the lesser-
known Korean artist D Hwang, who built customs under the
Bike Name: Speed Cretin tTI Rebuild Kata na swi ngarm-i nverted
Make: ICON Motosports Bike Category/Gene: Outer limits
moniker "Matte Black" in the early 2@@@s. 'nTheir bikes were
Tires/Wheels: Suzuki Katana
Creator: Kurt Walter, ICON Design Year of Rebuild:201O raw and soulful. They inspire me to build more bikes ... and
Director Frame Modifications: Chopped and sometimes they make me want to quit building altogethen"
rebu lt subf ra me/tai I section
ln comparison, Kurt finds some elements of the current
i

t$l Donor Exhaust: SuperTrapp

Manufacturer: Yamaha Front Suspension/Fork: Suzuki Katana scene distinctly uninspiring. "There is a lot of nthe same'
Model: TT Rear Suspension/Shocks: Suzuki going on with custom builds at the momert," he laments.

200
 {}#
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t lil+:s'

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5ft[,*r *-]** ' tF r

Low Down &Shifty

The Yamaha X650 was a mess of a machine; 35O lbs of heroin chic executed
in chrome-moly tube and hand-formed aluminum sheet. Low Down & Shifty,
her tremendously overbuilt parallel twin, now sporting 75O cc of displacement
and grossly optimistic cams, stands proud within her handcrafted perimeter
frame. Dual Mikunis vaporize the dwindling gas supplies as fed to them by a trio
of daisy-chained Pingle petcocks. Agreed, no pretty arrangement, but these
aren't pretty times. This bleached earth, with its sun-cracked asphalt veins and
disintegrating infrastructure, takes a brutal toll on most forms of motorized
transport. Those that remained were an odd balance of necessity versus avail-
ability. Shifty is one of these. Sporting few creature comfofts-oblique ergonom-
ics, kidney-rupturing suspension, limited lighting, and almost no fuel range-
she exists on the fringes of a broken society. Low Down & Shifty is nothing this
new world needs but everything it deserves.

Bike Name: Low Down & Shifty tTl Rebuild Front Suspension/Fork: ZX1O
Make: ICON Motosports Bike Category/Gene: Chopper Rear Suspension/Shocks: Ohlins
Creator: Kurt Walter, ICON Design Year of Rebuild:2O12 Tires/Wheels: G a leSpeed
Director Frame Modifications: Complete custom Paint/Powder: Ta nner Goldbeck
Bodywork: Hand-formed aluminum gas Parts: Parts Unlimited
tll Donor tank/seat Approximate Work Hours: Years
Manufacturer: Yamaha Exhaust: Salvaged pipes from the Retail price: Too much
Model: XS650 MotoCzysz Cl MotoGP Prototype

201 Kurt Walte6 ICON

QuarterMaster
The QuarterMaster is a URAL x ICON collaborative project designed to in-
crease the long-distance off-road capacity of the URAL Solo. Devoid of the
sidecar found on most URALs, its makers describe the QuarterMaster as a
single-track beast of burden. Extensive frame modifications, including an over-
sized backbone, braced headstock, and high-clearance subframe, differentiat-
ed the QuarterMaster from her stable mates. Reinforced swingarm, long-travel
suspension, and knobbed tires provided a surefooted stance when the road QuarterMaster's workaday looks and antiquated performance specs into the
ended. The oversized fuel tank, fitted with frisco'd feed lines, made available most desirable traits of beauty.
every ounce of fuel for maximum operational range. Custom skid plate, crash
hoops, and high-mount fenders all spoke to her mastery of the unimproved
path. Lathered in haze gray from stem to stern, she would survive where so
many others had fallen. lronically, the Containment Conflicts had turned The

Bike Name: QuarterMaster Year of Build: 2AP Bodywork Suzuki Katana gas tank
Make: ICON Motosports Exhaust: SuperTrapp
Creator: Kurt Walter, ICON Design III Rebuild Rear Suspension/Shocks: Progressive
Director Bike Category/Gene: Scrambler Tires/Wheels: Conti nenta I
Year of Rebuild:2@12 Foot Controls: Burly Brand
tol Donor Frame Modifications: New backbone; Electrics/! nstru ments: PIAA-LE D
Manufacturer: Ural seat height raised 3";shock relocation; lighting
Model: Solo ST etc.

202
 "l've never understood people who iust churn out the same
build after build. I guess it defines their'look,' but it seems
incredibly boring and predictable."
"The custom scene is choking to death on caf6s. Hope-
fully enough Honda CBs have been sacrificed by now. l'm

"l've never understood people who

iusf churn out the same build after
build. I guess it defines their'look,'
but ff seems incredibly boring and
predictable.o
Kurt Walter
pretty sure the next trend is going to be 1985 GPZ9OOS. Or
maybe that's iust me."
When it comes to his own rides, Kutt opts for extreme
performance. His current favorite is a fire-breathing Aprilia
SVXssO supermoto. "The absolute most hooligan bike ever
made. After 29gg miles on the clock l've rebuilt the motor
twice."
!f Kurt worked for a major manufacture6 the Aprilia is
the kind of machine heU be raiding the parts bin fon "l
have no desire to build anything for the gray twilight of
mediocrity.n' (CH)

203 Kurt Walte[ ICON

 ffi

Fuel Bespoke Motorcycles
Fuel Rl OO Tracker
Launched in an era that sawthe Spanish economy in an unprecedented melt-
down, Fuel Motorcycles of Barcelona, are determined to survive. To help es-
tablish themselves Fuel have three major strings to their bow, all of which are
linked. The most relevant to this book is their production of custom BMWs, like
the RiOO Tracker.
While there is little about this.l9B1 R10O that hasn't been seen before, it's
popular and reasonably affordable package that's been well-executed. lnspired
a from Southern Spain to Northern Africa and then onwards to adventures deep
into the Saharan wilderness. Vives has a name for these excursions, Scram
by flat track bikes, the RlOO Tracker has the wide handlebars, upswept megas, Africa, and Fuel has made a sideline business from taking like-minded classic
truncated seat with minimal padding and long K&N filters of the pure race bikes bike owners, from all over the world, with them on subsequent Scrams.
that battle for supremacy on Springfield and lndianapolis Miles. That only the For those wondering about the final piece of the Fuel business plan jigsaw,
criminally insane would seriously think about flat track racing a big boxer twin it's apparel, shirts and sweatshirts, often modeled by dusty riders on custom
is irrelevant, there is no mistaking this big Beemer's character and intentions. BMWs battling a Moroccan dune. (Gl)
The real clincher that raises Fuel's BMW specials above many of the other
air-cooled flat twins being built around the world is the willingness of Fuel Mo-
torcycles boss, Karles Vives, to take his bikes over on the short ferry crossing

Bike Name: Fuel RlOO Tracker ITI Rebuild Electrics/lnstruments: Electric parts
Make: Fuel Bespoke Motorcycles Bike Category/Gene: Dirt tracker replaced in a box inside the battery box
Creator: Karles Vives Year of Rebuild:2O12
Frame Modifications: Shorter subframe
t$l Donor Exhaust: Handcraft exhaust
Manufacturer: BMW Rear Suspension/Shocks: New rear
Model: R]OA RT suspension
Year of Build: 1982 Tires/Wheels: Dunlop K70 Vintage

204
Sportsman Flyer:
ATrl Back ln Tlme
Engineer Pat Dolan has captured the magic of motorcycling's early days with his
board-track-inspired machines-and has even built a Iand-speed record holder.

t.
--Ir
E'.HIfur

206
 "lf you have never been to
Bonneville, you need to go.
lf you can somehouuset a
record, then do it!"
Patrick Dolan
!f6t Dolan grew up in California, and his childhood took
?;familiar West Coast traiectory: skateboards, BMX
bikes, and motocross. But then he got sidetracked: he spent
years restoring vintage cars and paid little attention to
motorcycles.
Fbt still had a few vintage bicycles in the garage, though,
and that's where the story of Sportsman Flyer begins. "lU
been looking around for a vintage Whizze\ a motorized
bicycle," h€ explains. "But in the end, I took my old Schwinn
Panther-a cruiser-style bicycle-and mounted an engine
and drive system to it."
The frame of the Schwinn Panther was similar to early mo-
torcycles, which often had gas tanks slotted between the top
and middle tubes. So Pat used his fabrication and CAD skills
to design and build a gas tank to match. "Soon I had people
asking if I could build more of these tanks," h€ says. "But
most of the vintage-style parts I needed weren't available."
Pat started a development progroffi, creating the compo-
nents he couldn't buy-and then packaging them into cus-
tom frame and tank kits. He also designed seats, handle-
bars, and wheels, and mounts for more powerful engines.
The Sportsman Flyer Company was born.
Sportsman Flyers follow the style of the early twentieth
century from around 1910 to 192O. And like many of those
bikes, the Flyer also has pedals and a crank for human-
powered progress. "My inspiration comes from guys Iong
since gone," Pat SayS. "GuyS who lived a hundred years ?9o,
and stuffed huge engines into frames that looked like they
F-
wouldn't hold together. And then they rode those machines
on wooden tracks at lOO mph,"
The design process stafts with a rough drawing, and then
Pat moves on to proper engineering drawings, fine tuning as
the designs progress. lt's second nature to him now, helped
I by a background (and day job) in engineering. "My five
brothers are all engineers, so there's always an educated
opinion available. I've picked up a lot of practical knowledge
from my dad and brothers."
Before Pat ever cuts steel, he has the complete machine
designed down to the last millimeter. But he admits that
no drawing is ever perfect, "l find that you can't really get a
feel for your creation until you can stand back and look at
it, then take it out and ride it hard. lf it looks beautiful but
doesn't function properly, then what good is it?"
During the development stage, Pat runs the more com-
3. rt *"r rFt'# "

plicated details past a close group of friends. "These guys

are also engineers with a passion for motorcycles. They
enioy the development process, and keep me from mak-
ing stupid mistakes." One of Pat's closest confidantes is
his brother Rich: "Rich keeps me open-minded. He's also

207
 sl(F
ri.--r\

&,:

m
w

Bonneville FIyer #1
This board tracker started it all for Sportsman Flyer. From the in-f rame tank to
the oil tank tool box, the bike truly captures the vintage look and feel of turn-of-
the-century motorcycles. The China kit two-stroke engine is simple and thrifty.
Originally built to run at the Bonneville Salt Flats, a Sportsman sprocket adapter
completes the drivetrain and makes the Bonnevllle Flyer fit for the road in no
time at all. The frame is a Bonnevllle Flyer Chassis (standard-length loop-style
frame, Iug-style brazed-frame construction). The bike comes in BTR or Cruiser
style and with a certificate of authenticity, serial number, and a record of the
original owner's name and build date.

Bike Name: Bonneville Flyer #1 eville Flyer Chassis Brakes: Leleu

Make: Sportsman Flyer Factory
Creator: Patrick Dolan
l$l Rebuild
Bike Category/Gene: Board tracker
Year of Rebuild:2O12
Motor: Honda GXl60 bored to run in the
175 cc class
Exhaust: Sportsman exhaust
Front Suspension/Fork: Sportsma n
springer fork
Rear Suspension/Shocks: H a rdtai I
Hand Controls/Hand leba rs: Sportsman
board-track racing bars
Foot Controls: Pedal crank
Electrics/lnstruments: Speedo; engine
temp; RPM

Frame Modifications: Standard Bonn- Tires/Wheels: 21" rims; Pirelli tires

208
pushed me to rely more on others. Early on I felt I needed The next step for l*rt is an even more powerful Flye6 the
to make every single brazed ioint and weld. Now I have a ultimate incarnation. "That bike's still running around in my
coupte of guys working with me who are amazing crafts- head. lt's not even at the initial design stage, yet. But it'll be
men." Jlat's wife Becky runs the parts side of the business, a step up from my current builds-largeri more powedul, and
and also test-rides every machine before it goes to the of course faster."
customer. Designing and building bikes from scratch is not an easy
These days, Pat runs two separate workshops. "One task. 'Anyone building a machine from a pile of parts has my
is very neat and orderly. lt's where we build the standard respect. lf they take that machine and ride it hard and often,
components, like frames and tanks." The other workshop, at letting it develop a fine patina and not worrying about every
Pat's home in Gilroy, California, is much smaller and rather little scratch or speck of dirt, well, they have my greatest
cluttered. "That's where I spend my time alone, hammering admiration."
out all the small details to get the look and feel I want in my He'S also optimistic about the future of custom motor-
machines." cycle building. "With modern manufacturing techniques'
Pat usually fabricates his bikes alone. ln his search for
*My inspiration comes from guys
authenticity, he follows the manufacturing techniques of a
previous era, brazing together lugged frame sections and
long srnce gone. Guyswho lived
heavy-walled tubing. Engines are started with a swift tug on
a rope. The tires are one of the few concessions to moder- a hundred years dgo, and stuffed
the quality of finished machines iust gets better and betten
nity: Pat's preferred fitment is now 21-inch speed-rated
motorcycle rubben
huge engines rnto frames that It benefits everybody involved with motorcycles. I think we'll
lronically, the gas tanks that set Pat on the path to looked like they wouldn't hold see even more builders and better quality customs in the
future."
custom building are the items that give him the most grief together. And then they rode fhose With a full-time iob and a thriving business, does I%t ever
today. "Grinding gas tanks takes a huge amount of hard
labor. What I enjoy most is the final assembly, and riding a machines on wooden tracks at get a break? lt turns out that he does. ln his spare time, he
takes to the skies as an accomplished glider pilot' with a
bike for the first time."
Despite the antique appearance, there's plenty of adren-
IOO mph." Commercial-level FAA license.
alin to be had from those rides. The low weight means a Patrick Dolan Looks like flying is in his blood. (GHt
useful turn of speed, especially on the Sportsman 2OO. This
model uses a clone of Honda's GX?OO engine, upgraded
with a22 mm Mikuni carb and the same performance parts
used by go-kart racers. Power output is usually between 15
and 2@ hp, and weight is a mere 1O8 lbs-giving a power-
to-weight ratio better than that of a modern-day Triumph
Bonneville.
One of Pat's most memorable adventures was at the
legendary Bonneville Salt Flats. "l built five bikes to run on
the Flats," he says. "They're called Bonneville Flyers, and
l've kept bike #5 for myself."
Bonneville Flyer #1 has already set a land-speed record.
On August 15,2O12, with owner Gunther Maier on board,
it topped the 17icclA-PF class at 73.526 mph-almost 12O
kph. Gunther got a trophy and a certificate, and Flat took
home what he calls "a Iifetime of memories. lf you have
never been to Bonneville, You need to go. lf you can Some-
how set a record, then do it!"
Having one of those elusive certificates from the South-
ern California Timing Association doesn't hurt sales, of
course. But Pat is also skilled at figuring out where his mar-
ket is, knowing how to reach those individuals, and using
the internet to his advantage.
Most sales are in California, where Flyers under 15O cc
can be registered as mopeds or motorized bicycles-al-
though many owners ride them without registration, and
without any hassle. Pat sells the machines as kits: he pro-
vides all the parts except the engine, which can be bought
from a recommended supplier. The complete bike can be
assembled in iust a few hours.

209 Sportsman Flyer

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Flying Hermans
Hermanus Volante
The Belgian cafe-racing club may be called the "Flying Hermans," but in July of
ZAP one of its members was a,'Crashing Andy," writing off his beloved Ducati
Sport 1000 in spectacular fashion. Andy was okay but the poor bike was totaled,
=
its front wheel pushed in, its f rame buckied"
Andy just couldn't bear to banish the remains to some cold and lonely junk-
there, Andy did rnore Ducati parts bin engineering, adopting the cast Marche*
sini wheels from a ggg, the f ront brakes from a 998 and the carbon-fiber front
yard, though, so he purchased the wreck from his insurance company, hauled
it back to his shed and set about rebuilding the Duc better than ever. lt was
fender f rom a Monster S4R. A zoomy Zard fulltitanium exhaust system capped
off the spectacular rebuild. (DEt
no easy task: "Fives months, every day, every free hour," he says of the work
involved.
The frame and gas tank from a timited-edition 2006 Paul Smart replica,
repainted in the shed, went a long way to making the bike whole again. From

Bike Name: Hermanus Volante tIl Rebuild the shed; modified carbon monster S4r monoshock Sport 1800 plrmp Parts: Red Fox Grinta, Motowheels.
Make: Andy Bike Category/Gene: Cafe racer f ront fender Tires/Wheels: Black 999 Marchesinis, Foot Controls: Standard Sport 18Og Speedymoto, Fentks Ternat, Motok*
Support: Bart aka "de iangen" Year of Rebuild;2O12 Motor: 1O0A DS engine; Rizoma clutch modified axles to fit the sport swingarm Electrics/lnstruments: Lowered gaug- outure
Frame Modifications: Paul Smart LE plate; DPM clutch cover; Rizoma bett and front fork; Dunlop GP racer tires es; modified and loltiered Motowheels Other Modifications: All lvork rvas done
ttl Donor f rame covers; MWR air f ilter Brakes: Front brakes f rom 998; modi- headlight kit; LED rear light; custom- at home
Manufacturer: Ducati Bodywork: Modified Paul Smart LE Exhaust: Zard full titanium line f ied; braking r,vave discs; rear brake f rom made bracket Approximate Work Hours: 5 months, on
Model: Sport lOBB fuel tank urith f unctioning f uel rvindol'r; Front Suspension/Fork: Standard Sport 9gg Paint/Powder: Black-painted Pau I Smart daily basis, every f ree hour, 30 hours to
Year of Build: 2886 homemade seat r,,rith real leather uphol- OAA Hand Controls/Handlebars: Speedy-
I LE frame, tank, and seat, all painted in make the seat
stery f rom Motokouture; ail painted in Rear Suspension/Shocks: Sta nd a rd moto black clip-ons; PT radial brake the shed Retail price: Near e15,O0A

210

Officine RossoPuro
TTre
Being totally honest, the 1979 T3 was not Moto Guzzi's finest moment. The
classic, charismatic sideways 850 cc V-twin was present and accounted for,
but so was a big bench seat, a dubious-looking gas tank, horrible sidecovers,
and decidedly unsporty crashbars. Not exactly custom-bike material-except of its 17-inch tangentially spoked alloy rims. A 45 mm Marzocchi fork wearing
the largely unloved model can now be purchased on the cheap and cannibal-
ized without guilt.
32O mm rotors and dual Brembo Gold brake calipers leads the way, while the
back end is fortified with a pair of AsaTek shocks'
Which is exactly what Filippo Barbacane does on a stunningly regular basis
via his Officine RossoPuro shop in Pescara, ltaly. This brown beauty is called
Asked which pieces of the angular, minimalistic bodywork he crafted, Barba-
cane replies succinctly, 'All of it." (DE)
"TTre," playing off its mundane T3 beginnings with perhaps an additional nod
to the lsle of Man TT. Some 4OO hours of work was required to arrive at this
purposef ul-looking muscle bike, which rides on modern tubeless tires courtesy

Bike Name: TTre tUl Rebuild Tires/Wheels: Spoked wheel, tu beless Paint/Powder: Custom
Make: Officine RossoPuro Bike Category/Gene: Cafe racer aluminum; 4"5 x17" and 3.5 x17" Parts: Custom
Creator: Filippo Barbacane Year of Rebuild:2O11 Brakes: Brembo Gold 320 mm Approximate Work Hours: 4OO hours
Bodywork: Custom Hand Controls/Handlebars: Modified Edition: Unique
tUl Donor Motor: 850 cc and simplified
Manufacturer: Moto Guzzi Exhaust: Filippo Barbacane Foot Controls: Custom
Model: B5A T3 Front Suspension/Fork: Marzocchi Electrics/lnstruments: Simplif ied with
Year of Build:1979 45 mm new instruments
Rear Suspension/Shocks: AsaTek

211
Natural
Habltats
Photographer sam christmas's Natural Habitats series
portrays the united Kingdom's prospering custom motorcycle
scene and its protagonists. The works show the local scene,s
most influential individuals, as well as their workshops and
unique motorcycles.

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219
Express Post:
Andy Copeland's rebuild of an Australian postie is way too beautiful
for iust one tour around the block.
Freated using the basis of a former Australian Post Of-
Ytice Honda CT11O delivery bike, Andy Copeland's first
motorcycle build is as practical as cast-iron flippers, but
that hasn't impeded its popularity.
After nearly a year of sketching and planning, the archi-
tectural draughtsman built the radical, little four-stroke in
four weeks of after-work late nights to enter an Australian
bud get- bi ker bu i ld-off.
The main frame is formed by two-pieces of alloy sheet
bolted together. It has a kicked-out front end, no fuel tank,
and no seat. Andy fills the copper-pipe fue! plumbing with a
syringe. It can circulate two city blocks before it runs out.
Express Post is a pure conceptual aft bike, built with few
constraints. one of the constraints was Andy's experience-
this is his first-ever custom bike build, he passed his motor-
cycle test on the Iittle CT before chopping it. The other was
budget. He spent lots of tiffi€, but very little money. (Gl)
only ever complete one lap of the block. Provided it didn't
catastrophically fail, any additional rides would be a bonus,
Being my first-ever bike everything was completely new
to me. I had only ridden just enough days to pass my test
and get my license. ln terms of the actual build, I didn't have
any preconceived perceptions as to seating position or
steering geometry, so I was lucky to have very few design
constraints to work around. Drawing on my architectural
background, I sketched and sketched, attempting to high-
light and resolve as many issues as lcould priorto starting
the build.
Using my drawings as a reference, the bike was initially
mocked up with the frame template being cut out of cereal
boxes, and a spider web of ropes strategically hanging the
cut up CT11O parts from the garage roof in their correct
positions and angles.
Countless cereal boxes lateri the rake, swingarm, and
engine position were decided and the cardboard frame
templates were ready to cut out of wood. With the bike
Ioosely clamped together, it was at this stage I was seriously
questioning my dreamt-up engineering capabilities, as the
bike creaked and wobbled when I wheeled it around (l was
not game enough to even sit on it).
Project Descrlptlon by:
Andy Copeland
bought my Honda CT110 (Australian postie bike) with
!
I ttre sote intention to obtain my motorbike Iicense and
then move onto bigger and better bikes. I had always been
inspired by Shinya Kimura's style, in particular his Honda
cub, but had no intentions to sink my limited time into 'just a
postie bike' in an attempt to achieve this style.
The bike sat forgotten and gathering dust until some
close friends of mine created a now annual event called the
Rusty Kustoms Biker Build Off. The competition is focused
on homemade, budget, low-capacity motorcycles. To be
eligible for the event, the builder must complete a course
around the block, so the bike was built with the intention to
220
 hardware store Bunnings, searching for ideas for a tank. As
the intention was to only make it around the block (roughly
two km), large-diameter copper tubes from the plumbing
section would have to do to feed the deliberately long fuel
lines. The backup plan was to carry a syringe full of fuel
to pump into the lines when the engine started coughing.
Yes I did receive strange looks when asking for the biggest
syringes they had at the pharmacy.
After another sleepless night spent in the garage, the
bike fired up just an hour before the big reveal. A quick,
wobbly test ride a few meters out of the garage and into the
back of the ute was all I got before the RusS Kustoms race
was underway.
Names were drawn out of a hat and it came up to my turn
for a nervous run of the course. There was a steep learning
curve to riding the bike. At slow speeds, legs dragged along
like training wheels as the bike flopped around due to the
un-functional rake, but with a full twist of throttle, it tucked
nicely into a straight line and is an eye-opening ride to
say the least-chin on the front wheel and your bum inches
away from being sucked into the back tire, it's enough to get
your heart pumping! Against all oddsn with the'tank'taking
just 15e mls of fuel, I managed to get a full two laps of the
course-with just enough left over for a celebratory burnout.
The Rusty Kustoms guys put on yet another great event,
complete with a detailed course, with a proper finish line
and entertainment. The event was a huge success and I
would encourage anyone to have a go at the next one.
The build process took around four weeks. Since the
build-off I have polished and painted a few things and rid-
den the bike at a few events. The bike will never be fin-
ished-l could sink countless hours into improving various
aspects of the bike-but it's time to hang it in the rafters and
move onto new projects." [xI

"With the bike loosely clamped

together, it was at this sfage lwas
seriously quesffoning my dreamt-
up eng i neering capabilities."
Andy Copeland
With little time left, I steamed forward, reassuring myself
that aluminum was much sturdier than wood. I progressed,
spending my nights in the garage slowing cutting and filing
the thick sheets of aluminum by hand and strategically drill-
ing the holes with precision. With the addition of some cal-
culated spacers, I surprisingly assembled the bike in around
3O minutes just like a Meccano kit. With two nights until the
reveal, the bike still had no wiring or fuel system. One night
was spent teaching myself how to wire a motorbike and the
last night was spent wandering through the aisles of the

Bike Name: Express Post
Make: Home-built
Creator: Andy Copeland
Support Paul Copeland (father)
f{l Donor
Manufacturer: Honda
Model: CT1lO
Year of Build: 2OOs
tU Rebultd
Bike Category/Gene: U nclassif ia ble
Year of Rebuildz 2O12
Frame Modifications: The original frame
has been removed completely and the
headstock retained
Bodywork: Lightweight 12 mm alumi-
num frame plate cut and drilled by hand
with round aluminum spacers
Motor: Stock engine; carburetor over-
haul with POD filter
Exhaust: Original slash-cut exhaust
exits below engine case; all baffles
removed
Front Suspension/Fork Stock-modified
rake
Rea rSuspension/Shocks: Stock-
modified
TiresAltlheels: Stock Australian Post-
issued tires
Brakes: Stock (rear bake function
deleted)
Hand Controls/Handlebars: Stock
flipped upside down and ends short-
ened
Foot Controls: Turned footpegs
mounted to swingarm at suspension
base; Jocky shift gear lever prox.'lOO hours
Electrics/lnstruments: Modified wiring Edition: Unique
harness with all lights and speedo
eliminated
PainUPowder: Paint removed and
finished with clear
Parts: No original parts retained
Approximate Work Hours:7 pm-1 am
most nights after work tor 4 weeks; ap-

221
Kaffeemaschine:

ASin ular Passlon

Word has spread across Europe about Axel Budde's custom Moto Guzzis.
From his workshop in Hamburg, he's delivered V-twins to clients all over Europe.

222
 ave modern mass-production motorcycles lost their I know that was the right decision. But my parents said I CB75O. He was close to buying a BMW R75/5 when, by ac-
wafr ln the relentless quest to be faster, safer, and would have to move out of their house if I bought a Triumph, cident, hB happened across a Moto Guzzi Le Mans.
more economical, some people think the vital connection despite it being my own money! So I got a BMW R45, a ratio- "l'll never forget that first ride on a Guzzir" he says. "The
between rider and machine has been forgotten. nal German choice." bike was long, low, and loud. A big engine in a tight ltalian
Axel Budde is one of those people, and he's made it his After two years, Axe! was ready for a bigger bike. He test- dress is a very special combination, which still amazes me
business to restore the connection. He's now one of the rode most of the "classics"-more Bonnevilles, and a Honda after all these years."
world's leading Moto Guzzi specialists, crafting elegant
machines with raw, unmodulated powen
"l like to build 'elementary' machines," he says, "Bikes
that a rider can control, but only just. Machines that still
have the capacity to surprise with their acceleration and
noise. A Kaffeemaschine Moto Guzzi is a counterpoint to
the cold and electronic nature of many bikes today."
Most riders, unless they have a contract with a MotoGP
team, can pilot a well-sorted 9O bhp motorcycle quicker
along an Alpine switchback than a 18O bhp superbike.
"That's because you can dominate the machine and ride it

"l like to build'elementary'

machines. Bikes that a rider can
control, but only just. Machines
that still have the capacity to
surprrse with their acceleration
and norse."
Axe! Budde
at the limit, which is the most satisfying aspect," says Axel.
'nDominating 18O bhp is impossible for me and most other
riders, especially on the road." (And that's coming from
someone whose hobby is vintage racing.)
Axel works alone, in a cramped and dark workshop in
Hamburg. German winters are harsh, and the workshop
gets cold. But Axel is focused, and happy to be wrenching
on his beloved Guzzis. lt's a very different lifestyle to his
previous job, designing and building equipment for automo-
tive shoots, with a bit of precision driving on the side. But
he decided to switch professions when he saw computer
graphics encroaching on his domain. Maschine 6
The turning point? 'An English guy contacted me after Kaffeemaschine's sixth build is based on a 1980 Le Mans, customized for the fessional race[ he completely rebuilt a Vll unit, boosting it with an HTMoto hot
seeing images of my early bikes on the internet," Axel British motorcycle racer Brian Cowan, who wanted a high-performance Guzzi cam and valve kit. The heads have been ported and polished, and are now dual
for the European vintage race scene. Deeming his client a classic guy fond of plug; the rest of the engine has been blueprinted and balanced to extract every
recalls. "He wanted me to build him a Moto Guzzi, and !U original icons, Axel Budde decided to build a "197Os" bike that would be im- last ounce of power. The bike weighs no more than 176 kg dry. The forks are
always wondered if I could make a career of it." So Axel said mediately recognizable as a Le Mans-a highly modified one, though. Cowan's from a 75OS, but upgraded with modern internals. At the back, the shocks are
yBS, and Kaffeemaschine was born. only design preference was for the bike to be red. Budde worked with fiberglass custom-built lkons and the brake system new and improved throughout.
components, fairing, and cast wheels. To meet the needs for speed of the pro-
Like many European builders, Axel is entranced by the
mystique of the Mandello del l-ario marque. But it was a cir-
cuitous path. Growing up in rural Germany, there were few Bike Name: Maschine 6 Frame Modifications: Cleaned and performance Foot Controls: Handmade, Ml levers
Make: Kaffeemaschine reduced; extra seat brackets Front Suspension/Fork: Modern damp- Electrics/lnstruments: Custom wire
motorcycles around. And it was only when Axel saw Marlon Creator: Axel Budde Bodywork Magni-shape tank; modified ers; progressive springs; new fork tubes loom, Motogadget instrument
Brando in ffie Wild One that he started to take notice of Le Mans fairing; single seat; all fiber- Rear Suspension/Shocks: lkon Paint/Powder: Black structure paint on
bikes. "l was fascinated more by the lifestyle, though," he [T,I Donor glass Tires/Wheels: Le Mans'l-3 cast wheels, frame; Ducati red on body
Manufacturer: Moto Guzzi Motor: 1O4O ccm V'11 unit; HTMoto cam Bridgestone BT 45 tires (100 front,12O Parts: Kaffeemasch i ne, Stei n-Dinse,
admits. "l was a typical teenage[ wanting to look tough and Mode!: SP and valves; dynamically balanced crank rear) HTMoto
cool by wearing a leather jacket." Year of Build: 1979 assembly; twin spark/electronic ignition; Brakes: Modern brake cylinders front Other Modifications: All aluminum parts
As a teenager, Axel started saving for his first bike, and improved clutch; lightened flywheel; and rear; stainless lines; brake torque handcrafted, 176 kg weight
fUI Rebulld revised Le Mans transmission/bevel support rear: V65 caliper rear Approximate Work Hours: Over 300
by the time he was 18, he had enough money in the bank. "l Bike Category/Gene: Caf6 racer drive,95 hp Hand Controls/Handlebars: Brembo/ hours
desperately wanted a Triumph Bonneville, and to this day Year of Rebuild:2@12 Exhaust: Handmade, improved top-end Domino Edition: Unique

223
 Since that ride, Axel has never had eyes for any other
marque. And the scale of a Le Mans suits him. "lt's not a
classic beauty, unlike the English bikes I used to fancy. But
it's the right size for me. lnm 1.88 m tall, and feel a Iittle lost
on some machines."
A Kaffeemaschine motorcycle throws the focus onto the
Tonti frame that cradles the distinctive V-twin. The lines
are clean, the engineering is discreet, and the balance is
impeccable. And it's always a single-seater. "You have to
hold on to the rocket. lt's my little asylum, which I don't want
to shater" says Axel.
r') -ta His bikes are designed to be ridden hard on entertain-
.'5'i
NI ing roads. "They're not really ideal for long-distance travel,
or race-tracks. Or even for cruising to caf6s. But they can
handle that stuff just fine."
When a commission comes in, Axe! locates a donor
bike-usually a Le Mans or California. Then he takes it apaft,
right down to the last nut and bolt. He checks and rebuilds
the engine and transmission, tuning the engine according
to the client's needs. "l like to leave decisions on bodywork

" Cursfom moto rcycles a re

a projection of dreams, for
people who want to ride
something different."
Axel Budde
and paint to the end," he says. "Then, after it's all put to-
gether, l'll start testing it, and setting up the carburetors to
break in the engine." Only when the bike is running perfectly
can the client collect it.
When seeking inspiration, Axel looks to 1960s caf6 rac-
ers from England, and more modern racers-notably the
monstrous Moto Guzzi race bikes built to compete in races
such as the 198Os Battle of the Twins. He studies shapes,
proportions, and colors.
The frame will be put on a diet, the first step to drop the
weight of the bike down to around 18O kg. The suspension
will be upgraded, but look stock. An aftermarket tank will be
fitted-subtly different from the original, but in perfect keep-
ing with the classic Guzzi lines. The brake system and elec-
trics will be upgraded with the best modern components,
and the wiring loom and battery will disappear from sight.
And although the internals of a Kaffeemaschine engine
might employ current technology, often from the renowned
tuner HTMoto, the visible parts are invariably "authentic,"
being cast or handmade. The "technic" and the "optic"
must be in perfect harmony.
The result is a motorcycle with the looks and quality of a
factory bike, but a unique provenance. And it's the hand-
made nature of these machines that makes them so ap-
pealing. "There aren't many opportunities left for people to
own something that's so and person dl," says Axel. "Custom
motorcycles are a projection of dreaffis, for people who
want to ride something different. You're making an alterna-

224
 fl r ri

t/ I

tillri,,
!ll
t'
,!

Maschine I
Commissioned by Guillaume Bureau from Swltzerland, Kaffeemaschine's
Maschine B was conceived as a reduced cafe racer with an aluminum tank,
polished spoke wheels, and a stainless sport exhaust that would still be able to
carry a pillion. The double seat Axel Budde built for it resembles a single cafe
racer hump. A slightly shorter tank gives a little extra space. Budde cleaned up
the Moto Guzzi's f rame shape, added extra seat brackets and modif ied the rear.
The bike's tank and fenders are of brushed aluminum. To add a little roughness
to the overall neat design, Budde chose black structure paint for the frame,
lights and stripe, wrinkle paint for the valve/generator covers, and brown leather
for the handmade seat.

Bike Name: Maschine B tTl Rebuild balanced crank assembly; IOOO ccm Rea r Suspension/Shocks: kon I H and Controls/Hand lebars: Brembo, Parts: Kaffeemaschine, Stein-Dinse,
Make: Kaffeemaschine Bike Category/Gene: Cafe racer cylinders; electronic ignition; revised Tires/Wheels: Morad aluminum rims Dom ino HTM oto
Creator: Axel Budde Year of Rebuild:2O13 transmission and bevel drive with (215" f ront, 2.5" rear), stainless-steel Foot Controls: Handmade, Ml levers Other Modifications: All aluminum parts
Frame Modifications: Cleaned; shorter ratio, B0 hp spokes, Bridgestone BT45 tires (100 Electrics/lnstruments: Cu stom wi re handcrafted, 183 kg weight
ITI Donor reduced; extra seat brackets; and modi- Exhaust: Handmade, polished stainless f ront, 128 rear) loom; Motogadget instrument Approximate Work Hours: Over 300
Manufacturer: Moto Guzzi fied rear steel Brakes: Modern brake cylinders front Paint/Powder: Black structure paint on hou rs
Model: Le Mans 2 Bodywork: Handmade tank and seat Front Suspension/Fork: FAC dampers; and rear; stainless lines; brake torque frame, lights, stripe; wrinkle paint on Edition: Unique
Year of Build: 1988 Motor: Total revision; dynamically new fork tubes; progressive springs support rear; V65 caliper rear va Ive/generator covers

225 Kaffeemaschine
"l'll never forgef that first ride on
a Guzzi. The bike was long, low,
and loud. A big engine in a tight
Italian dress rs a very special
E
-kErE*

combination, which still amazes

me after all these years." )
f a tr\
Axel Budde a
):
I
tive lifestyle choice, and these days it doesn't have to be
a chromed-out Harley-Davidson-it can just as easily be a
Honda 25O."
Despite his success, Axel is unsure of what the future
holds for custom motorcycle builders. "There's a big de-
mand now for products like this, and for the chance to ride
a 'dinosaur' down the street. But will future generations feel
the same attraction?"
lf they don't, the motorcycling world will be a poorer
place. (CH)

226
227 Kaffeemaschine
$
F

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ll![*-
Motor Rock:

Motor Rock delivers sushi three ways.

230
 are generic Yamaha SR customs, quite literally
Th"re
I thousands of them, and then there's this gobsmacking
one-of-a-kind creation, Clock Work, a whimsical flight-of-
fancy that iust happens to use Yamaha's venerable four-
stroke single as a powerplant.
It was built by Motor Rock, the Nagoya shop founded in
2OO4 by Keita Kobayashi and Takanori Katagiri, which has
grown to become one of lapan's most prolific bike builders.
Spectacular customs ranging from old Triumphs to Harley-
Davidsons to Kawasakis regularly roll out of the shop, but
the Yamaha SR4OO is Motor Rock's bike of choice. They
have turned them into caf6 racers, trackers, bobbers, and
brat bikes, the abbreviated semi-chopper style popular in
Japan. lf you're building your own custom, Motor Rock (www.
motorrock.net) will be happy to sell you something cool
from its growing catalog of aftermarket parts.
A classic in its own right, the Yamaha SR was nostalgic
even when introduced in 1978. ln an era when technology
and complexity were both on the increase, the stone-simple
SR had just one cylinder, which was air-cooled and had to
be kickstarted to life. As either a 4O@ or 5OO, it remained
essentially unchanged until production came to halt in
2OO9, but the Japanese just wouldn't hear of extinction
for one of their favorite rides. ln response, the next year
Yamaha fitted fuel injection and brought the SR4OO back to
the home market. ln 2013 a special 35th Anniversary model
was produced, highlighting the fact that the SR is one of the
longest-running, best-loved models from any motorcycle
company.
It's fair to say, though, that few SR4OOs are as far out
as Clock Work, if any. Notes Japanese moto-journalist Rei
Fukuchi, "Basically, Motor Rock has built a full-on concept
bike here, a clear and strong vision that's as much dream as
motorcycle. ln fact, at first glance you hardly notice that it's
based on an SR40O."
Nor is it technically a 4@@. Because so many SRs have
been raced over the years, there's a huge knowledge base
and parts availability on tap to significantly increase the 399
cc Thumper's performance envelope. The crew at Motor
Rock took advantage of this and added a 92 mm stroker
crank and an 89 mm-bore piston to bump displacement all
the way up to 57O cc. No reports on how much more difficult
that makes the kickstafting drill!
Once lit, the pumped-up engine inhales deeply through
a Keihin CR carburetor and K&N air filter. A low-restriction
mid-level exhaust makes a tight turn coming out of the
cylinder head, dips around the kickstart lever, then shoots
straight back past the rear wheel. A ridged heat guard gives
at least some protection to tender inner right thighs.
Holding the hard-working motor in place is a steel-tube
frame that may have started out stock in 1981 but now
shows some major reconstructive surgery. Most obvious is
the extended, goosenecked headstock, mounting point for
the shortened, kicked-out Harley-Davidson springer-style
fork. Yes, that is an SR drum front brake held between the
springer's chrome-plated arms, but the balloon-like 16-inch
Coker Firestone-replica tire is nothing Yamaha's 197Os

231
 engineers ever envisioned seeing on their sporting 4OO
roadsten Good thing they're all retired by now. Moving to the
rear we have another meaty zigzag-pattern 16-inch Coker, a
Yamaha XS65O drum, and a heavily braced swingarm run-
ning twin aluminum-bodied shocks from lapanese suspen-
sion house Easyriders.
There's probably not quite enough brass and copper
to qualify for true Steampunk status, but that's clearly the
styling influence here. lf Jules Verne penned a two-wheele[
it might look like this. The eye can't help but to be drawn to
the vertically stacked oil tank mounted way out front in the
cooling breeze. Nickel-plated and with a series of raised
ringlets, it looks like something uncovered in Ye Olde Victo-

232
 nickel-plated headlight secured by iust one bracket on the
right side. The tiny vintage taillight, also in nickel, mounts
off the left side iust below the seaVfuel tank. Let the eye
wander about and you notice that somebody at Motor Rock
likes Swiss cheese, os there are lightening holes drilled in
every Spare surface, an old racer's trick. What little paint
there is, a dark green, was applied to the frame, highlighted
with delicate lime-green pinstripes and curious opales-
cent accent panels-same treatment given to the angular,
midships-mounted electrical box.
All in all, a very special Yamaha, unlike any other and
definitely destined for the SR4OO Hall of Fame. (DE)

rian Curiosity Shoppe. Sitting atop the frame's backbone in

the gas tank's usual place is a narrow, coffin-shaped alloy
sheath, the main purpose of which is to move attention back
to the real fuel cell, a Rubenesque bare-aluminum structure .t
that also serves as the saddle. MuSt cause some humorous
ti
moments at Japanese gas stations with the typically polite
I
attendant no doubt asking, "Fill up your seat, sir?"
Everywhere you look, Motor Rock's attention to detail is
staggering. Note the control cable routing, what Iittle there
is. An internal-action throttle has its cable just peeking out
of the handlebar before diving beneath the faux fuel tank.
Likewise, there are no levers on the ba[ as the front brake is
activated by another internal twistgrip on the left side. So,
how does the rider engage and disengage the clutch, YoU
ask? Located off the cylinder's left side within easy grasp
of the handlebar end is a multi-tasking device, a combina-
tion clutch lever and shifter. This works through a series of .,'
levers and cranks and rods that encompasses the round f
polished engine cover, giving a very clockworks appear- It' 1?
ri i.

ance-hence the bike's name? The conventional foot shifter I

has been left in place too, should the rider need to bang a
quick gearchange with his boot.
More details to take in: when an SR engine pumps out
this much horsepoweq internal pressure builds up and top-
end breathing is very important. Here twin breather tubes
are secreted away inside the rear frame tubes, their ends
plugged with nickel-plated vent caps that look like your
great-granny's sewing thimbles. Asymmetry is a hallmark
of Japanese design, so we see Clock Work's multifaceted

Yamaha SR4OO Custom

Bike Name: Yamaha SR4OO Custom
Make: Motor Rock
Creator: Takanori Katag iri
t$l Donor
Manufacturer: Yamaha
Model: SR400
Year of Build:1981
t$l Rebuild
Bike Category/Gene: Digger
Year of Rebuild:2O12
Frame Modifications: Main tube and
seat-rai I modif ications
Bodywork Custom aluminum f uel tank;
tailcowl etc.
Motor: 57O cc;92 mm stroke crank
shaft; and 89 mm piston
Exhaust: Custom; custom muffler; tork/
heat guard for 45 mm pipes; Tri-line
short
Front Suspension/Fork 74 springer
Rear Suspension/Shocks: Easyriders
billet suspension
Tires/Wheels: Front: 16", Coker Fires-
tone; rear: 16", Coker Firestone
Hand ControlslHandlebars: Custom
Foot Controls: Custom
Electrics/l nstruments: Speedometer:
Dakota Digital
Paint/Powder: Ton-Up Paint Works
Parts: Throttle holder: Posh internal
throttle kit; decompression lever: cus-
tom 69decomp; carburetor: Keihin CR; winker, battery case
custom air cleaner: Motor Rock old-type
air cleaner; breather filter: custom billet
breather filter
Other Modifications: Custom clutch
lever, mirror, fuel tank, rear fender,
frame, sheet, license holder, foot peg,
headlight, headlight holder, taillight,

233 Motor Rock

Suzuki GNI 25 Custom
Is it a bicycle or a board tracker? Truth be told, Motor Rock's 125 Suzuki is a
little bit of both. Certainly no 199O GN125 learner bike was ever sacrificed for
a better cause.
Wrapping its way around the single-cylinder engine, the shop-built multi-tube
frame also provides a place to hang the aluminum fuel tank and locate the trac-
tor-style seat. lt's fully suspended, too, with a sprung girder fork up front and
twin shocks in the back attached to pivoting rockers.
A 21-inch front wheel and spool hub gives the requisite spindly board-track
look. ln the rear is an 18-inch rim and the bike's only disc brake, thankfully allthe
lightweight flyer should need. (DE)

Bike Name: Suzuki GN125 Custom t$lRebuild f ork

Make: Motor Rock Bike Category/Gene: Vintage racer Tires/Wheels: Front: 2.l" Avon Speed-
Creator: Haruki lwata Year of Rebuild: 2OO7 master MKll; rear: 18" Bridgestone
Frame Modifications: Custom Hand Controls/Handlebars: Custom
tIl Donor Bodywork: Custom; aluminum fuel Foot Controls: Custom
Manufacturer: Suzuki tank; etc. Other Modifications: Custom air
Model: GN125 Exhaust: Custom cleaner, foot peg, fuel aluminum tank;
Year of Build: 1990 Front Suspension/Fork: Custom garter stainless funnel

234
235 Motor Rock
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Kawasaki Z75O LTD Gustom

lf the Rocketeer rode a modern-day motorcycle, this would be it. To arrive
at this stylish art-deco speedster, Motor Rock started with a 1981 Kawasaki
750LfD cruiser and then threw everything away-well, everything except the
wheels, the fork tubes, and, most important, the punchy four-cylinder motor.
The frame was designed and constructed in-house, its unique feature being
an exposed bolt-on top tube that sweeps down and splits to form the support
for the seat. Hand-formed aluminum was the material chosen for the shapely
f uel tank and the wasp-like tailsection" The swingarm, which looks rigid, actually
pivots and has a shock attached, aching backs will be happy to know.
Standout component is the exhaust system. lt starts with tightly wrapped
headers requiring many sections and lots of welds, weaving their way back
to 2-into-l collectors and a pair of Motor Rock's ribbed aftermarket mufflers,
mounted high on each side and held in place with tubular braces that anchor to
the seat structure. Like the rest of the bike, the pipes impart a feeling of speed
even with the bike at rest. (DEt

Bike Name: Kawasaki ZTSOLTD Custom III Rebuild Rear Suspension/Shocks: Mono-shock Parts: Carburetor: Kei hin/CR
Make: Motor Rock Bike Category/Gene: Cafe racer modification Other Modifications: Custom fuel tank,
Creator: Takanori Katagiri Year of Rebuild: 2005 Tires/Wheels: Front: 19", Coker Fires- rear fender, battery case, air cleaner, li-
Fra me Modifications: Custom tone; rear: '16", Coker Firestone cense holder, head- and taillight, clutch,
ITI Donor Bodywork: Custom fuel tank, tailcowl, Brakes: Master cylinder: Grimeca mas- and brake lever
Manufacturer: Kawasa ki etc. ter cylinder kit
Model: ZTSOLTD Exhaust: Custom 69 Megaphone and Hand Controls/Handlebars: Motor Rock
Year of Build:1981 exhaust pipe 69switch type'I, aluminum-polish

236
 r ill-I,
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237 Motor Rock

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I n

Herzbube Motorcycles
Bonneville Racer
"Oldtimers and Speed." For some, the lure of Bonneville is bigger than ttre wide
expanse of salt in Utah, it's a blinding l^'ihite beacon of drear-ns. Bernhard Elflein
was haunted by old black and white images of heroic riders risklng their lives on
the altar of Speed. While in his 3Bs and readyfor a career change, lris arnbition
to open a custom nrotorcycle shop in his native Berlin prompted an uproot for
a seven-month Master lV{echanic course in Frankfurt" Before he left, he wanted
the raw material for his certification Masterunrork, an old bike he could someday
take to Bonneville for a rnagic 2OO kph record run. Ttre gods of Harley-Davidson
thunder heard his plea, and in the surnmer of 2011 he was led to a "barR find"
H-D FXS Superglide Shovelhead.
ln'*a foreign city with no friencis and few distractions," Bernhard spent late
nights researching hoi,'r to turn his "discarded, original condition FXS into an
old fashioned racer." The seven months of his certification course were spent
building his ,'Bonneville dream," working nlghts and weekends with increasing
intenslty as the end of his Frankfurt stay grew nearer. The frame was length-
ened, a fuel tankfrorn a preli/ar NSU 501 lvas split into "panniers" and fittothe
frame, and a protective cage around the duplex prirnary chain fabricated, along
with most other parts. A few stock Harley-Davidson bits were added, like the
front forks, brakes, and headlamp cowl, although the taillight is a prewar Bose h
item, and the oil tank is a 1970s aftermarket "hexagonal" design.
The Bonneville Racer was completed as Elflein finished his mechanic's
course, and he triumphantly rode it home to Berlin. With tts big, skinny liheels,
stretcl'red-out stance. and aura of raw nnetal power, the machine iooks every
inch the biack-and-white Salt FIat hero, and has garnered plenty of attention
for the new Herzbube h4otorcycles" Perhaps too rnuch attention, as the bike
has yet to test rts mettle on the demanding dry lakes of Utah while Elfleir-r at-
tends to a thriving nelv busrness" That dream is still alive, and someday, he'll
get there. (PdOI

Bike Name: Bonneville Raeer Model: FXS 88 Bodywork: 1969 XLH headlamp hons- Rear Suspension/Shocks; None Electrics/lnstruments: Self-made e ec pre \,'iar gas tank; split self made oil
Make: Herzbube Motorcycles Year of Build: 1979 ing; modif iecl pre*war German tank and Tires/Wheels: 3 x 21" Avon Speednraster trics, rnechanicaI speedometer tank moLrnts; prinrary chain cover, tiny
Creator: Bel.nirarri Elf lein Brrtlsh fenders on 2l" OEM rlms and hubs Paint/Powder: None seat and brackets; pre-war Ger,man
Support: A lot of mania and Chrlstian tUl Rebuild Motor: Original Harley Dar,,dson except Brakes: OEM disc brakes Parts: Friends, f lee-markets, shop f inds ta i llig ht
', Blatty" Blatterspiel Bike Category/Gene: V ntage rECer S&S carburetor, air horn, and cover; Hand Controls/Handlebars: Adl Lrsta ble Other Modifications: Tailllqht: pre-r^rar Approximate Work Hours: Sel er-r

Year of Rebuild: 28l ll2Bl2 Slfton camshaft self-rnade bars l,+ith OEM contl.ols Gerrnan; head ight: OEM Harley-David- months
tUl Donor Frame Modifications: Hardtailecl origi- Exhaust: Self-macle 2-Z crosso\/er p pes Foot Controls: Backwards controls, son; seat: handnrade Seat; indiliiduaN Edition: Unique
M a n ufacturer: Ha rley-Davi d so n nal Harley-Davidson sl,ringarm f rame Front Suspension/Fork: OEM shortenecl self-rnade itern gas tank: lreavily modified German

240
241
The Bobber: Flo yourself a favor and don't get the Danes started
Y about four-cylinder motorcycles, and especially do
not make the mistake of saying 1969's Honda CBTEO was

Danish Bobber
Kim scholer's elegant Nimbus four-cylinder is like no other.
the world's first inline-foun For the record, the engine type
was not invented in Denmark-that honor goes to Belgium's
FN in 1905-but the Danes weren't far behind with their 1918
Nimbus.
Parent company Fisker & Nielsen A/S made electric vac-
uum cleaners, of all thitrgs, before adding motorcycles to
the product mix. Produced off and on until 1959, the Nimbus
was never known for speed, but its steadfast, reliable nature

3*..
' .,
,

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-:
:='::- -_
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242
found favor with Denmark's army police, and post office-in
fact, the last Nimbus to deliver mail wasn't retired until 1972!
Of the 12,AAg or so Nimbuses made, some B,BOO still exist,
with over half that number registered and running within the
borders of Denmark.
None, though, are as cool as Kim Scholer's 1952 Model C.
Scholer is a bit of a Nimbus nutter. He's owned them
for decades, is active in the owners'club, and has toured
America, .lapah, End most of Europe on various examples.
As you might guess, he cites reliability and ease of mainte-
nance as two of the brand's strong points. "lt's a bike that
-r:
was designed with function more than aesthetics in mind,'
he says. "Very few special tools are required for all but corn-
pletely dismantling a Nimbus. A screwdriver and four sizes
of wrenches are all an owner needs in the tool kit. But then,
it was designed by and for motorcycle riders, nather than by
non-riding engineers or a design staff."
Curiously, he claims the Nimbus is not the most popular
two-wheeled classic in its own home country. "The rest
of the Danish vintage/antique motorcycling community
doesn't regard the Model C as a'real'vintage bike, fls
ownership of one seems to lack the crucial element of
masochism so dear to many old-bike enthusiasts," Scholer
theorizes.
It's an interesting machine, powered by a 75O cc four
situated north-south in the frame, looking very much like a
small car motor with an integral crankcase/cylinder block
in cast iron and a deep, finned alloy oil sump. The cast-
iron cylinder head is topped by an alloy housing for the

"Very few special fools are re-

quired for all buf completely dis-
mantling a Nimbus. Ascrewdriver
and four srzes of wrenches are all
an owner needs in the fool kit."
Kim Scholer
?t.
single overhead camshaft driven by shaft-and-bevel gears.
Exposed valve gear adds a certain Edwardian-era flair, as
well as drawing fascinated bystanders at every start-up. A
single-plate dry clutch-again, vary autornotive-transmits
all 22 of the engine's horsepower to the rear wheel via
driveshaft. The frame is an unusual strap-steel structure
riveted together, its main advantage being that it is easy
to repair in the f ield, rather than possessing any great
road-holding prowess. Nimbus, it's claimed, was the first
motorcycle company to adopt telescopic front forks back in
1934, though these used only springs to deal with bumps,
hydraulic damping deemed wholly unnecessary"
Scholer says early Nimbus riders begged to differ. "A
common trick at the time was to bend the inner tubes a bit
to get some stiction," h€ explains. 'A few years later some
crude damping devices were tried, but it wasn't until 1938
or 1939 that oil-damped forks appeared on the Nimbus
Sport and Special models. The 'high' forks were introduced
in 1948. How much of a damping effect there actually is in
either design, though, remains a rnatter of debate."
Transformation from solid and stately classic to hot-rod
custom began with lots of doodles and a growing collection
of wadded-up pages before a final design was arrived at. "l
started out with an endless number of drawiflgs, then pretty
much stuck to plan, which was to ride a bobber that no one
else had," Scholer says.
The Model C's strap frame with its nestled fuel tank
would remain, and the engine of course, but everything else
was fair game. The rear fender was cut in half and its sup-
porting brace angled more upright. A proper bob-job runs
without a front fender, so the Nimbus follows suit, never
mind that it's now technically in violation of Denmark's strict
a vehicular laws. A vintage Harley-Davidson was robbed of its
1B-inch rims, replacing the stocker's more wispy 19-inch-
ers. Avon sidecar tires were chosen for the tall sidewalls
and zigzag tread pattern. America came to the rescue in
regards to seating accommodations with a big tractor-style
saddle from an old Harley-Davidson? though Scholer stayed
loyal to Scandinavia by employing a Saab door hinge as the
seat's front pivot mount! As a stopgap measure iust to get

243
 #

The Bobber
Bike Name: The Bobber Model: Nimbus Type C pressed steel handlebar turned into top Rear SuspensionlShocks: None Electrics/lnstruments: Stock 6 volt; Suzuki kickstand
Make: The Oil Cave Year of Build:1952 fork brace Tires/Wheels: 1 B" Ha rley-Davidson rims; 70 W generator; halogen f ront light; rep- Approximate Work Hours: Lost count
Creator: Kim Scholer Motor: Stock engine; custom gearbox 1B x 4" Avon sidecar tires lica lndian headlamp; "Peace Tail Light"; Edition: Unique
Support: Friends at The Oil Cave tUl Rebuild with 4-speed constant-mesh transmis- Brakes: Stock Sm iths chronometric speedometer
Bike Category/Gene: Bobber sion gearbox Hand Controls/Handlebars: MZ front Paint/Powder: Two com ponent laq uer;
tT'l Donor Year of Rebuild : 2OO3-2QOG Exhaust: 4-1 stainless-steel brake lever; motocross handlebars; zombie painter
Manufacturer: Nimbus, made by Fisker Frame Modifications: None Front Suspension/Fork: Stock front fork hand-gear change Other Modifications: Ha rley-Davidson
& Nielsen A/S Bodywork: Shortened stock rear fender; shortened by B cm Foot Controls: Suicide clutch solo saddle hinged by Saab door handle;

244
the bike rolling, he fitted braced motocross handlebars, but
ended up Iiking them so much they stayed. Switchgear and
handgrips are from an East German MZ, while the sidestand
is Suzuki.
Outside assistance was called in for the exhaust system,
a masterpiece in stainless steel meant to mimic the pipes
on 1939s lndian four-cylinders. The welder did a wonderful
iob, even if his progress was measured in years not months.
The bike's extended build time was not helped, Scholer
jokesn by "the owner's laziness and distaste of wrenching."
A more modern four-speed gearbox took the place of the
original three-speed iob, adding to the bike's rideability.
Crowning touch was a new-in-the-box 1979s two-finger
peace sign taillight scored by an American friend on eBay

"Vintage bike enfhusrasfs loved

it because it was ord and unusu-
dl, and the chopper and hot-rod
crowd really appreciated the
bobber style."
Kim Scholer
and contributed to the cause. With that and an lndian-repli-
ca headlight with VW wiring and a halogen lens, the Nim-
bobber was fully road ready.
His blog entry from the bike's shakedown run, though,
shows that more work would be needed: 'After three years,
with all the haste and frantic urgency of a glacieq my stan-
dard Nimbus turns into a bobber-style hot-rod. I test ride
it on a2,3@O-kilometer trip to Belgium. The engine leaks
oil, it has no power, and the ignition system is all but dead,
but otherwise everything works fine. The engine is torn
apart, the cylinder head gets new valves and guides, and all
bearings are checked for wean Then everything goes back
together and now I can ride uphill again, even with the wind
blowing the wrong direction."
As a s0th bifthday present to himselt in 2@06, Scholer
had the just-finished Nimbus air-shipped to Japan for a
two-month vagabond toun Except for anxious moments in
Tolqfo's notorious stop-n-go traffic when he came to rue his
decision to retrofit the bike with a hand-shifter and "suicide"
foot clutch ("What the hell was I thinking?!"), the bike proved
a faithful traveling partner and a great conversation starten
"The old Danish motorcycle turned out to be perfect for
this type of touring, in part because of its inherent qualities
as a motorcycle, but mainly because it opened a lot of doors
for me," Scholer says. "Vintage bike enthusiasts loved it
because it was old and unusual, and the chopper and hot-
rod crowd really appreciated the bobber style. Whether the
exposed rocker arms or the peace taillight caused the most just bought myself a normal modern motorcycle over there,
amusement, I do not know, but reaction to the bike was very these people all would probably still have treated me nicely,
good. I lost track of how many non-motorcyclists-hotel but IU iust have been a normal tourist."
owners, gos station attendants, etc.-took pictures of the On a bobbed Nimbus, normal is simply not an op-
bike, or how often I took pictures of them sitting on it. Had I tion. (DE)

245 Kim Scholer

Shinya Kimura:

The Humble Pri nce

of Wabi -Sabi Perfection
... and a true sculptor in the medium of motorcycles.
 f,I ore than any other motorcycle customizer today,
IUI people struggle for the right words to describe
Shinya Kimura's handiwork. ls this retro-future? Sci-fi
film props? Blade Runner manga? Ultimately, our need to
explain means we're looking hard at his bikes, which speaks
volumes; a motorcycle emerging from Chabott Engineering
in l-A is an object of universal curiosity.
At the age of 15, Shinya's first motorcycle was a Honda
Cub, but he didn't begin modifying his bikes until buying
a Suzuki OR-SO two-stroke; he added a larger tank from a
Dfl, a smaller seat, and dropped handlebars for a caf6 racer
look. The footpegs couldn't be moved, so the riding position
was awkward, but he liked it anyway. After graduating from
university (studying entomolog! ... insects!), he worked at
a large motorcycle dealer as chief mechanic in a special
section devoted to vintage motorcycles, tackling any kind
of problem. The skills and knowledge he cultivated there
over ten years formed the basis of his work as a mechanic
today. As time progressed, he continued to modify his own
and other riders' motorcycles, and became progressively
better known for his innovative work. His reputation grew
to the point of attracting investors, with whom he eventu-
alty founded Zero Engineering in Japan, customizing around
3OO Harley-Davidsons in what was a completely new "Japa-
nese Custom" style.
After establishing a hugely influential, insect-like
aesthetic for custom Harleys via Zero, Shinya grew un-
comfortable with the business demands of production and
expansion, and was ready to reach deeper into his art, while
working with different kinds of motorcycles. Shinya left both
Zero and lapan, moving to a former bodyshop warehouse

"l don't always know what the

bike will look like; I don't imagine
the finished desrgn when I begin.
I would get bored if I knew what I
was going to make. Every time
l'm surprised..."
Shinya Kimura
in a remote corner of Los Angeles County, which happens
to have a four-star twisty canyon road iust outside of his
backyard. There he founded Chabott ("rooster") Engineer-
ing, where he works quietly with his partner Ayu. He hoped
the move to the United States "would make me more
accessible to people toutside Japanl, ds it can be difficult
to communicate with lapanese businesses from America
and Europe. Now about 6O percent of my customers are
American, the rest in Europe and Japan. The client is very
important to me, as there would be no bike without them; I
don't make bikes for myself."
Of his working process, Shinya Says, "l don't always know
what the bike will look like; I don't imagine the finished
design when I begin. I would get bored if I knew what I was

247
 -
1974 DucatiTSOGT
A safe bet on any list of Perfect Motorcycles would be a Ducati "round-case"
750 cc Sport, so why on earth would anyone make a custom bike from one?
Shinya Kimura, in his "coach-building" mode, has seen something different
about the graceful and beautifully balanced lines of that engine and frame,
some new expression of Taglioni's legendary powerplant. The Flash contrasts
the 90-degree V-twin's perfect primary balance and smoothness with a curi-
ously asymmetric fairing, which emphasizes the left/ride side differences of
the primary case and bevel drives. While beautiful, the Ducati is not in fact the
same on every side, and has curious organic shapes formed into its crank-
cases. Somehow, Shinya has drawn out both the shapeliness of the engine,
its lovely bumps and curves, and the implication of "speed while standing still"
in its profile. The velocity-squeezed fuel tank has speed scallops for knee cut-
248
aways, matching those on the high and slim tail unit. Yet the delicacy of all that
tapered bodywork is offset by the massive drum brakes f rom aTZYamaha held
in place by Ceriani Road Race forks. The Flash combines the muscular require-
ments of a fast motorcycle with bodywork that might have been carved by the
wind. (PdOl
ffi'
going to make. Every time l'm surprised ..." His work is ac-
cretive and completely manual; Shinya makes no drawings,
no preliminary or inspirational sketches; he prefers to "ask
the motorcycle" itself, in the way Rodin sought to discover
the sculpture within a block of marble. Of course, the con-
versation between an artist and his raw material is actually a
gaze in the mirror; what the artist discovers is not the sculp-
ture within the stone, but the sculpture within the artist,
suggested by the material at hand. Kimura approaches this
"raw material"-the motorcycles under his hammer-with
a peculiarly Japanese respect, honoring the time, skill, and
talent required to build the original machines, onto which he
applies his aesthetic interpretations.

The donor motorcycle is never

taken for granted, rather, in
accord with ancient Shinto
tradition, it contains the spirit
of "those who came befote"-
the founders, designers, builders,
workers, and racers whose
heritage lives within the product.
Simultaneously, in the deeply animist Japanese tradition,
the motorcycle itself has a spirit that must be honored, at
the risk of offending this spirit, which has the potential to
wreak havoc or smooth the way forward. Long-time motor-
cycle owners in every culture understand this spirit, often
naming their favorite machines, and feeling their wrath
when trouble strikes. This Ancestor/Animist explanation
seems esoteric, yet is key to understanding Kimura's work.
Western inheritors of rational/reductivist thought tend to
view a salvaged or obsolete motorcycle as a collection of
inanimate raw materials to which the creator of a custom
motorcycle gives a kind of life, which to quote Mary Shel-
ley is a "Dn Frankenstein" view of the material world. From
an Animist world vieq only a motorcycle customizer of the
brashest egotism could claim a modified motorcycle to be
hrs creation (and I use the pronoun advisedly).
Kimura prefers to be called a "coachbuilder" rather
than "customize6" which provides the best clue to his
mind-set, and speaks to his profound love of motorcycles
and appreciation for production bikes. The breadth of that
respect is evident in the variety of makes that pass through
his workshop; Excelsio6 Ducati, Triumph, lndian, Harley-
Davidson, Honda, MV Agusta, Kawasaki, Suzuki, have all
been "Shinyized" in his inimitable style. "Coachbuilding"
is a tradition that predates the internal combustion engine
by several hundred years; the Coachbuilder was delivered Neptune Knucklehead
a bodyless horse-drawn carriage chassis, and worked his Built around a1947 Harley Knucklehead, the Neptune-god of the sea-takes fuel tank, and exhaust, while the oil tank must surely hold an extra air supply.
artistry for the pleasure of a few customers who appreci- its cues from the deep beneath the wate6 where strange, shape-shifting crea- The Neptune is Jules Verne's motorcycle, a reminder of thrilling times ZO,@OQ
ated, and could afford, a completely bespoke conveyance. tures move silently, and men must wear heavy armor merely to survive. Old- leagues under the sea, yet for all its Diver Dan references, Shinya manages
fashioned diving helmets adorn the front and rear of the machine, guiding to keep the beast free of hokey associations or looking merely decorated. His
When motorized "coaches" arrived, the same carriage- the way fonarard with the deep-sea headlamp, or receding into darkness with sculptural skill is the attraction, and the details are what fascinate. PdOt
builders worked their magic on the chassis of a Cadillac or the tiny red taillamp. Starfish and octopus arms stretch around the frame, the

250
251 Shinya Kimura
Fireball
Harley only tried once to build a cat6 racer-the disastrous XLCR model-but
their engines are strong, and their later chassis is perfectly up to the task of
hot street riding. When Shinya was commissioned to "re-body" a last-year rig-
id-mounted 12OO cc Sportster (20O3), he was already familiar with the power
available from the surprisingly smooth engine. Only a little tuning was required
(bigger carb, hotter cam) to free up extra horses, to complement the stunning
sculpted bodywork that graces the Fireball. With Ceriani Road Race forks and a
massive Yamaha 4 leading shoe racing brake up front, the low fairing, clip-ons,
252
and rear-sets, and that shapely bump-stop saddle, make this one of the most
compelling late-model Sportsters even Shinya opted for a very clean aesthetic,
with symmetrical lines and deeply carved curves on the tank sides, which show
off the Harley-Davidson badges to excellent effect. This is probably the clos-
est a Chabott bike comes to looking "factory" and with its terrific performance
and amazing bodywork, one wonders why Milwaukee isn't calling a little shop in
Azusa, CA, for some styling tips? (PdOf
 ["
@

253 Shinya Kimura

1915 Indian
Stepping back a century the 1915 lndian, which Shinya has used twice on the
Cannonball Motorcycle Endurance Rally (an across-America vintage ride), is a
different kind of mobile sculpture from Shinya. lt is a record of constant im-
provement, repair, and improvisation. The Cannonball has a relentless sched-
ule, and Shinya, with his friend and co-rider Niimi, spent hundreds of hours in
the evenings, finding clever and workmanlike solutions to the continual prob-
lems they encountered on their ancient lndian. Their creative fixes are every-
where visible, and lovingly made; a few of the repairs could only have been
made by Shinya, like the multilayered and radially-arranged twisted wire rocker
supports. That he chose to run this most difficult of vintage motorcycle rallies,
with the same team and the same machine, speaks to another side of the man:
determination. (FdOt
254
 Rolls Royce, making an already fine automobile iust that bit
more special. The resultant vehicle was never known simply
as a nnSaoutchik" or "Ghia" or "Fleetwood," it was always
a Delahaye with Saoutchik body, or an Alfa Romeo Ghia,
or a Cadillac Fleetwood. The coachbuilder seemed to find
another possibility for a respected design, perhaps one too
flamboyant for general consumption, or simply too expen-
sive for all but a very special customer.
Before addressing a motorcycle to be customized, Shinya
interviews customers about their taste in music, alt, cloth-
ing, etc., but takes no input on design, preferring his metal
shapes to grow organically for each machine. "The client
is very important to me. I can't make bikes without them,"
He then sets about with sheet aluminum and a hamme[
forming metal by hand into the shapes suggested by the
motorcycle, and his inclination. The resulting forms might
resemble a retro science-fiction fantasy, or give hints to his
study of entomology at university, or resemble nothing at all,
only themselves. His hammer-marks, along with wrinkles,
pores, and wavy folds of beaten alloy, are Shinya's poetW, ?
song in metal, the visible memory of a man bent in labof ca-
ressing an unfriendly material into organic and mechanical
shapes; inexplicably natural, classically wabi-sabi (perfectly
impedect), and luminous with his sheer talent. "Every time
l'm surprised." No motorcycle manufacturer has ever made
a bike as delicious as a Chabott, but they ought to.
Shinya Kimura is perhaps the only motorcycle custom-
izer working today for whom there is universal respect and
admiration for the man and his work. His humility is legend-
dty, while his client list paradoxically consists of both the
rich and famous, and those who have saved their pennies or
sold other machines to commission a bike.

He is a man of few words, and

manages to shunt his ego out of
the limelight, Freferring to let his
work speak for itself. He has no
TV show, no glittering showroom,
no expansive "T-shirt and swag"
sales network.
He lives and works quietly, in humble circumstances,
driving an aged Chevy van to events, and doggedly press-
ing forward with his work in the quiet hours, when the
curious disappear from his doo[ and the spirits can be
heard. (PDOI

255 Shinya Kimura

ffi?
L"
 -.-'f
t

fl
r**,

r*
5
 the name, Maria Riding Company, tells a story, as the shop makes both bikes the sportbike version of Ducati's air-cooled V-twin. Maria's goal was to knock
Maria Riding Company and surfboards, one for riding roads, the other for riding waves. "Extraordinary
rides for unconventional people," is their mission statement. 'A brand inspired
some of the modern off the bike, to capture more of a raw 197Os vibe. 'A clas-
sic street racer," is how designer Luis Correia describes the desired look. "ln
Italian Sniper by the real emotions of the past, perfectly crafted into special rides for the last the beginning this project was a challenge because we don't usually deal with
true essence seekers." modern-looking bikes."
This new era of custom motorcycles is as much about the experience of riding Maria's first motorcycle, a crusty Yamaha XS650, was transformed into a First order of business, then, was to get rid of the SS's swoopy plastic fairing
as it ls concerned with the simple nuts and bolts of a build-maybe even more clean, bobber-style ride that brought the shop lots of exposure. This Ducati fol- and tailsection. Next, the stock fuel tank was cut down and reworked to better
so. That's certainly the case with this Portuguese shop run by four friends. Even lowed a different customization path. lt was a newer machine, a 1999 75OSS, match the Ducati's trellis-style fame. The frame's rear subframe was bobbed
in preparation for a rounded fiberglass seat cowl. lt is removable to reveal a
full-length seat, should two-up duty be called for. Chunky Avon dual-sport tires
Bike Name: ltalian Sniper tTl Rebutld Front Suspension/Fork: Original f ront Foot Controls: Polished original foot impart an aggressive look.
Make: Maria Motorcycles and Maria Bike Category/Gene: Caf6 racer suspension painted black pegs Because more horsepower never goes out of style, a 9OOSS engine was
Riding Company Year of Rebuild: 2O12 Rear Suspension/Shocks: Origina I Electrics/lnstruments: Electrics totally sourced, dimensionally identical to the 75O but with usefully more output. To
Creator: Luis Correia Frame Modifications: New rear end, suspension painted yellow rebuilt and simplified play up the engine's mechanical nature, the cam-belt covers were removed,
and overall simplification Tires/Utlheels: Powder-coated wheels PainVPowder: All items of the motor- half the dry clutch cover was cut away and the side covers were polished.
tTI Donor Bodywork Tank was shortened; new with Avon Distanzia tires cycle were painted new The engine inhales through a pair of K&N air filters, while spent gases get the
Manufacturer: Ducati seat; new rear fiberglass section Brakes: Original Parts: LSL, Avon, SuperTrapp, Brembo, heave-ho via a set of SuperTrapp mufflers.
Model: SS75O Motor: Ducati SS9OO engine with KN air Hand Controls/Handlebars: Original Brooks, KN filters The guys at Maria callthis bike the "ltalian Sniper," no doubt because it's right
Year of Build: 1999 filters and tuned carburetors controls with LSL clip-ons; Brooks Approximate Work Hours: 4 months on target. (DE)
Exhaust SuperTrapp leather tape on grips Edition: #5

258
Stellan Egeland:
Brave
New Beemers
Stellan Egeland builds BMWs from outer space-or was it Sweden?

260
 Egeland's problem is the Iong Swedish winters.
Gt"llangive
SThey time to think. How else to
him too much
explain his Slugger and Harrier BMWs, two crazy mixed-up
motorcycles if ever there were.
Actually, Egeland burst onto the builder scene with a
much more traditional machine. His 'nHulster 8 Valve," pow-
ered by a Harley-Davidson Shovelhead V-twin and looking
Iike the world's meanest, nastiest speedway bike, took top
honors at the 2OO7 AMD World Championships of Custom
Bike Building, o surprise win in a competition that had previ-
ously favored chopper-style customs.
For an encore, though, Egeland wanted to go more mod-
ern. 'nl've always been a fan of old bikes but I thought I had
gone as far as I wanted with that style for a whilen" he says.
"l also wanted to build a bike that I could ride really hard
and fast."
ln case you're still scratching your head, Slugger
started out as a crash-damag ed 2@O9 BMW HPz Sport.
Egeland hauled the dinged carcass back to his SE Service
shop near Stockholm, and five cold months of long nights
later, out came an amazing machine. There are good
engineering reasons for doing away with conventional
telescopic forks and employing a hub-center front end-
namely, the effects of wheel travel, braking, and steering
can all be isolated from one another-but you get the idea
that for Egeland it's all about the fabrication challenge, and
the shock factor when done.
Slugger was not his first try at alternate front suspension,
either. ln20,@9 he built Harrier, also hub-center steered and
BMw-based, which finished second in the AMD European
Championships. That bike now resides in sunny southern
California as the new owner made Egeland an offer he sim-
ply could not turn down.
Harrier might have been iust another gussied-up
RlzOOS, but a designer friend had sketched a hub-center
study that Egeland could not get out of his mind. He had
already made the decision to use brakes from Swedish spe-
cialists ISR, so asked if they could help with the design and
machining of a steering hub.
"lSR's Acke Rising has been involved in racing all his
Iife and he told me that he was a big fan of hub-center
steerihg," Egeland says. "He made two designs and I got
to choose the one I liked the most. They started to work
on the hub in October and I started building the bike in
September."
Egeland kept the wheels, swingarm, and motor from the
R12OOS, surrounding the latter with an erector set of steel
tubing-lower rear subframe to locate the swingarm pivot
and shock mount , front subframe to hold the steering head
and handlebars. Next came the front swingarffi, like the rear
its actions controlled by the products of suspension expeft
Ohlins, another fine Swedish company. Egeland downplays
the amount of work he put into the chassis. "The only thing
on the bike where I was 'thinking design' was the fuel tank,"
he says. "The rest of the bike was built for function, and that
kind of gave me the design for free."
261
The Slugger
Bike Name: The Slugger
Make: SE Service
Creator: Stellan Egeland
Support ISR (center hub steering,
brakes and machi nework)
Year of Build: 2AOg
tT,l Rebuild
Bike Category/Gene: Roadster
Year of Rebuild: 2@1@
Swecomposite
Motor: Motor, drivetrain by Stellan Ege-
land 2O2 hp at 7,O5O rpm on rear wheel
and 212 nm at rear wheel at 5B5O rpm
Exhaust: All new; stainless steel before
steering by ISR; Ohlins coilover
Rear Suspension/Shocks: Swingarm
2391steel by Stellan Egeland; Ohlins
TTX coilover
Tires/Wheels: Stock BMW R12OOS
Electrics/lnstruments: Link G4 ECU; Retail price: C65,OO0
Motogadget instrumentation
Paint/Powder: Paint? We don't need no
stinking paint!
Other Mod ifications: ntercooler
I

Frame Modifications: All new, 2391 turbo; titanium after turbo by Stellan Brakes: ISR located under the scoop in front of the
tTl Donor steel by Stellan Egeland Egeland Hand Controls/Handlebars: Tita n iu m seat; fuel tank in seat and cuts
Manufacturer: BMW Bodywork: All new; aluminum and Front Suspension/Fork Swingarm 2391 bars; ISR handcontrols Approximate Work Hours: 854 hours
Model: HP2 Sport carbon fiber by Stellan Egeland and steel by Stellan Egeland; center hub Foot Controls: BMW HP2 Sport Edition: Unique

262
'L
{
I

a
 tJ
*

lr
Harrier
Bike Name: Harrier tTl Rebuild under the fuel tank 6-piston calipers 320 mm, ISR discs;
Make: SE Service Bike Category/Gene: Outer limits Front Swi ngarm:' Custom rear: ISR 4-piston caliper, ISR disc
Creator: Stellan Egeland Year of Rebuild:2OO9 Front Hub: ISR Rake adjustable Paint/Powder: Painter: Totte Landberg;
Frame Modifications: Custom Rear Suspension/Shocks: BMW chroming and plating: Excellent
tTI Donor Bodywork: Custom swingarm Other Modifications: Hubsteering by
Manufacturer: BMW Motor: BMW 12OO cc; drivetrain BMW Tires/Wheels: Wheels front: BMW/ SE Service
Model: HP2 Exhaust: Primary tubes of the exhaust ISR; f ront tires: 24/60/17"; wheels rear:
system are step headers made of BMW; rear tires : 19O/35/17"
stainless-steel that go into a collector Brakes: Front: ISR radial monoblock

264
 Hardly, but the work did get more involved after the 1

fr

frame tubing was in place. Because he decided to route the t

i
exhaust headers upward to a collector under the gas tank,
then employ an oversized muffler as the seat base, he had
to deal with serious heat issues.
"The fuel tank needed big side scoops to direct airflow
under the seat in order to keep it cool since it is mounted di-
rectly on the muffle[" Egeland explains. "The tank is made
of steel and has 89 nuts soldered on the inside for mounting
the air scoops that are made of aluminum. Getting a pedect
fit for the scoops was really time-consuming work."
Work done, prizes won, and with Harrier sold off to Cali-
fornia, Egeland needed something to ride so he started on a
replacement. Slugger was Supposed to be a simpler design
but it didn't quite work out that way.
Besides the donor HP2's engine and its foot controls,
plus wheels from a BMW Rl2OOS, almost everything else
you see has been fabricated from scratch, starting the steel

"l don't know what the toq speed

is, but it wouldn't take too long
before you hit the rev-limiter-or
be blown off the back of the bike!"
Stellan Egeland
multi-tube "birdcage" frame, an all-Egeland weld-a-thon
proiect. ISR helped out with the parts machining again
and, of course, supplied the killer brakes, while Ohlins also
signed on for a second stint, providing the front and rear
shocks, and consulting on other aspects of the chassis and
handling.As with Harrie6 Egeland remained unconvinced
that hydraulics would give the light steering feel he desired,
so he again used marine-grade push-pull cables to connect
the titanium handlebars to the front control arms. Luckily, in
his spare time (hah!) Egeland is restoring a wooden boat, so
he has contacts in that field too.
"The cables themselves are the type used for steering
an outboard mototi" he SayS. "l just called the local ma-
rine shop. I bothered them a lot, because I wanted to know
everything about the cables, like what kind of Ioads they can
take and all that stuff."
As outrageous as the hub-center setup iS, what really
drove Slugger's look was a wild-hair decision to pressur-
ize the boxer motor's inductiOn system. "lt WaS the turbo-
charger that gave me many of the design elements of the
motorcycle," SayS Egeland. 'nOr you could Say that it was the
turbocharger that screwed up everything!"
Actually, finding space for the turbo unit and its at-
tendant plumbing, usually a headache on conventional
motorcycles, was no problem on Slugger with its lack of fork
tubes and its opposed cylinders mounted outboard of the
chassis. There was even room for an intercooler to treat the
hot, compressed air coming out of the turbocharger.
'An intercooler is usually pretty ugly on a motorcycle,"

265 Stellan Egeland

Egeland explains. "But with the turbo placed in the front, I
could use the intercooler as a part of the overall design. On
Slugger, the intercooler is placed where the fuel tank usu-
ally sits-those carbon-fiber scoops are there to direct fresh
air to the intercoolen"
Another marathon welding session and the turbo's con-
voluted intake and exhaust piping was complete-stainless-
steel from the engine to the modified Mitsubishi turbo-
charger, titanium from there on dft, including the muffler
itself. The result should be in the Fabricator's Hall of Fame.

"Paint?
We don't need no stinkin' paint!"
Stellan Egeland
The only problem? Unlike Harier, now there was no
real estate in front of the rider to hold Slugger's gasoline.
"My first idea was to mount a belly tank under the engine,"
Egeland says, "But Ohlins' best test rider is a champion-
ship roadracer, and he told me that a belly tank would put
the center of gravity too low, that the bike woutd be slow
through side-to-side transitions, like in chicanes."
so Egeland used his, er... brain and decided to sit on the
fuel! He was crafting a tailsection out of aluminum anyway;
it wasn't much more work to seal off the interior and add
fittings for fuel lines on one side, a sight gauge on the other,

266
The nicely angular result was left in the bare metal, or as
Egeland jokes, "Paint? We don't need no stinkin' paint!"
After some tuning the turbo-fortified BMW engine
cranked out an impressive 2O2 horsepower to the rear
wheel, with a stonking 153 foot-pounds of torque. 'Accel-
eration is impressive," reports Egeland. "lt pulls extremely
hard, no matter what speed you are running. I don't know
what the top speed is, but it wouldn't take too long before
you hit the rev-limiter-or be blown off the back of the bike!"
Unfortunately all that power didn't help one bit when a
car backed into the bike at a stoplight while Egeland was
out on a test ride. His labor-intensive turbo tubing took
the brunt of the impact. "lt broke the front fender and the
turbo exhaust pipe," Egeland recounts. "HiS trailer ball went
ffi
right into the titanium exhaust!" This was in late summer, consumer show circuit as part of the BMW display booth,
just weeks before Slugger was scheduled to be shipped where it wowed show-goers and garnered lots of coverage
to South Dakota for its U.S. debut at the big Sturgis Rally. in print and on websites.
A crestfallen Egeland seriously considered cancelling the As nice as the accolades are, for Egeland the best news
expensive trip and rolling the bike to the back of his shop to about Slugger that it is back in Sweden and his name re-
be covered with a tarp until he could get around to repairs mains on the registration papers. "lt was built to be my daily
the next winten rider," he says, "and it still is." (DE)
Happily, his friends at the factory in Germany stepped
in to make a difference. A fellow Scandinavian working as
a designer at BMW Motorrad had heard of Egeland's plight
and convinced his fellow workers to help finance the trip.
That injection of appreciation and enthusiasm was all it took
to get Stellan back behind his welding mask. A repaired
Slugger made it to Sturgis and then went on to tour the U.S.
rO
) 4
267 Stellan Egeland
Thrive Motorcycle
TOO3 Keku
So this is what happens when you watch too much science-fiction television
and hang out with people who ride British motorcycles. Those two influences
shaped T003 Kdku, the very first custom attempted by Thrive Motorcycles, a
small lndonesian bike shop.
Owner lndra Pratama grew up a fan of the Japanese superhero Kamen Rider,
a masked do-gooder often seen in the saddle of some fantastic, rocket-launch-
ing motorcycle. Young lndra liked to draw, so he created sketches of cartoon-
like two-wheelers, reams of them. Now jump ahead lo 2OO7 when a friend
shows up in Jakarta on a classic BSA. Suddenly, Pratama's own Yamaha Scor-
pion 225, a perfectly fine runabout, seems just too ordinary. A restyle is called
for, but when he goes back to his sketchbooks he can't help but be swayed by
all those old Kamen Rider drawings.'Apparently my subconscious brought me
back to those childhood dreams that had never faded," he says.
The result, built over the course of three months, is a caf6 racer fit for a su-
perhero. Shorn of its stock fenders, seat, and gas tank, the Yamaha was ready
for its new clothes, but first a little surgery. The rear frame loop was chopped to
make way for a solo tail section. More involved was the stretched and braced
swingarm, intended to give the bike a longer, lower feel.
For bodywork, Pratama turned to material he had at hand, galvanized steel,
which he cut, kicked, cursed, and cajoled in the final shapes you see here. A
Lamborghini provided inspiration for the matte paint scheme-black for the
frame and engine, pewter for the gas seat, tank, and half-fairing, with touches of
red in the tank's racing stripe, the exhaust heat shields, and the brake calipers.
Nicely done, and you'd be hard-pressed to find a cooler Yamaha 225 anywhere.
Only one question, lndra, where did you hide the rocket launchers? (DE)

Bike Name: TOO3 Kaku
Make: Thrive Motorcycle
Creator: lndra Pratama
tTl Donor
Manufacturer: Yamaha
Model: SR225
Year of Build: 2AOo
tUl Rebuild
Bike Category/Gene: Cafe racer
Year of Rebuild:2012
Frame Modifications: Custom-made
swingarm and rear frame chopped
Bodywork: Full bodywork
Motor: Original
Exhaust: Custom-made exhaust pipe
and anti-heat protector
Front Suspension/Fork: Original
Rear Suspension/Shocks: Original
Tires/Wheels: Swallow 212 tires on 'lB x
3.50" wheels
Brakes: Rear disc brake from Suzuki
FU 150
Hand Controls/Handlebars: Original
Foot Controls: Foot controls hand- Approximate Work Hours: 3 months
crafted by Thrive Motorcycle Edition: Number 003
Electrics/lnstruments: New cables and Retail price: Price around $3,50O
electricity system
Paint/Powder: Flat warm gray, flat black,
flat red
Other Modifications: Custom-made
front fog lamp and taillight

268
269
Roland Sands:

Llvln Llfe ln
the Fast Lane
Roland Sands was iust five years old when his parents, Perry and Nancy,
founders of Performance Machine, introduced him to two wheels and a throttle.

r G

270
 111 iust kinda got born into it, I guess," Roland says.
I "Motorcycles have been in my life since I can
rememben When I was little, I customized everything that I

coutd ... When I was five years old, I customized my bicycle.

So lalways loved it."
Decades later; his enthusiasm is still infectious. He can
transform a humble Harley Sportster or Triumph Bonneville
into a dream machine. He hooked up with BMW Motorrad
to design the stunning Concept 9O prototype, a modern
take on the iconic RgO boxer, He's the builder of choice
for superstars like skateboarder Tony Hawk, snowboarder
Shaun White, film stars Brad Pitt and Mickey Rourke, and
MotoGP racer Ben Spies. And he built one of the most excit-
ing custom flat-track bikes of all time, based around a 18O
hp Ducati motor.
It all started with his father, Perry. "Because of him I grew
up around design, turbocharged Hondas, l2-over Shov-

"Motorcycles have been in mY life

srnce I can remember. When I was
little, I customized everything that
I could ... when lwas five years old,
Icustomized my bicycle. So I
always loved it."
Roland Sands
t-
-D

elheads, sand dragsters, dual-engine streamliners and

CRSOO dirt bikes. lt was hard to not be influenced by all the
crazy shit he was working on."
The first motorcycle Roland bought was a CR125, when
he was 15. "My dad always made me work to keep me out of
trouble, and I had just enough dough to buy a brand spankin'
used 1987 CR125. I think I liked it because it matched my
Oakley blades. lt was taller than I was at the time."
Today, he has a dream garage. He rides a Ducati Des-
mosedici for thrills, a YamahaYZASOF for motocross and
a Knight-framed Yamaha 360 for the flat track. There's a
Harley-Davidson Softail Blackline for cruising and a Triumph
Scrambler for everything else. "You've got to have different
bikes for different disciplines," he smiles'

271
 After racking u p 32 broken bones, Roland traded in his
racing leathers for good. He switched to pencils and paper
and a computer, doing a stint at Pedormance tvlachine as
vP of Research & Design. And then he set up his own shop.
Today, the company that bears his name is undisputedly
one of the top custom workshops in the United States. lt,s
been a meteoric rise to faffiE, and a fewfeathers haue been
ruffled along the way. Many of Roland's bullds are based
around Harley-Davidson motors, but you won't find sissy
bars or iron crosses on these bikes. The emphasis is on the
n'go" as much
as the show, and most RSD bikes are rnore at
home carving canyons than cruising boulevards.
Roland feels that he's building the choppers of today,
rather than the monstrosities popularized by reality televi:
sion shows. "To ffi€, a true chopper is something that's been
stripped, made lightweight and built up by your own haRds,,'
he's been quoted as saying.'*lt's not a bike you bought out
of a catalog, nor is it something with a Iong frontforkand a
3BB rear tire that's covered with as rrlany skulls and spider
webs as you can throw at it."
His approach emphasizes perforunance and lightness.
*'l enjoy
combining styles and ideas that normally wouldn't
mix, and making them work. At the same time I like to
simplity and lighten things up-strip off unnecessary items,
do a llttle cleaning and then add the right detailsto make it
special. Creating something timeless is atways my goal."

"ft used fo be really imporfanf fo

me fhat l'm fasf on a moforcycle,
Dofng sornefhing dangerous is
challenging, buf also fun" If is abouf
conguering you r fears. "
Roland Sands
His track record as a racer as well as a builder is im-
peccable. He raced as a pro for ten years, setting rnultiple
records in the United States, and winning the IggB AtrflA
25aGP Championship. "lt used to be neally important to me
that I'm fast on a motorcycle. Doing sornething dangerous is
challeng i ng, hut a lso f u n. lt's a bout conq uering your feans."
Today, the need for an adrenaline rush is still there, if not on
the track: there can't be rnany custom builders who have
done a BASE jurnp, but Roland is one of them.
He gradually migrated f rom racing to designing bikes.
'*when lwas racing, lwas also testing products I'd de-
signed," he recalls. "one was a magnesium uvheel program,
another was a brake system. I took a break from competi-
tion in2OOZ and spent that time building cornplete custom
bikes, using parts I'd already designed. That really con-
nected the dots for me-not just designing products, but
also using them to build bikes. And hopefully inspiring other
people to get building too."

272
 :rd,+ r
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Technics Sportster
Theme bikes have a bad reputation for being little more than a mash of dis-
parate elements mixed together by marketing departments. This Sportster, a
collaboration between Roland Sands, Panasonic, and the DJ and audio technol-
ogy brand Technics, is a rare example that works with well-integrated design
elements. The brief was to take up the style of Technics's popular SL-1200MK2
professional turntables. Sands chose a 2@10-model XLB83 lron Sportster as
his starting point, a bike from Harley-Davidson's Dark Custom range and one
that evokes the dirt tracks and drag strips of the 1950s. Sands, however; has
pushed the XLBB3N in an entirely new direction. The tank has been heavily
modified and is matched to a completely new seat and tail unit: 39 mm clip-on
bars accentuate the bike's low and sleek new look. RSD parts like the inlet and
exhaust, the ignition and rockerbox covers, and the rear-sets are used to great
effect. The brake calipers are from Performance Machine, hooked up to RSD
11.5-inch discs, and much of the cabling is from the Barnett Stealth Series. The
mix of silver and black paint with satin and gloss finishes is clearly inspired by
Technics's products. The most obvious link between the bike and turntables,
however, lies in the design of the custom fabricated wheels with dots shifting
direction as they spin,

Bike Name: Technics Sportster tTl Rebuild
Make: RSD Bike Category/Gene: Sportster
Year of Rebuild 2012
tUl Donor Frame Modifications: Harley-Davidson
Manufacturer: H arley-Davidson - Stock 2OAB
Model: XLBB3N lron Bodywork: Fabrication RSD gas tank;
Year of Build: 2O1O custom modified and skirted gas cap;
RSD Caf6 seat; custom aluminum tail
section; fork brace narrowglide
Motor: Harley-Davidson, stock BB3 cc
20rc
Exhaust: Custom slant carbon
Front Suspension/Fork: Stock 2AAB
progressive heavy-duty spring kit;
custom fork preload adjusters
Rear Suspension/Shocks: Progressive
Suspension 11" 944 series shocks
Tires/Wheels: Front: Custom Technics
Turntable 19 x 215", Boss 11.5" (Black Ops
finish); rear: custom Technics Turntable
'l'1.5";
19 x 2.15" RSD, Boss tires f ront:
Firestone Deluxe Champion 4OO x19",
tires rear: Firestone Deluxe Champion
4OO x 19"
Brakes: Front caliper(s) PM 4-piston
11.5; rear caliper PM 4-piston 11.5; Brake
Lines Spiegler USA; misc: RSD Rear
Master Cap RSD Tracker tag bracket; spark plug
Hand Controls/Handlebars: Stock wires: Daytona Twin Tec
Approximate Work Hours: 2 months
Harley-Davidson
Foot Controls: Custom prototype Edition: Unique
rear-sets
Paint/Powder: Airtrix, Chris Wood: black
with white and silver striping
Other Modifications: Mounts: RSD
Nostalgia ignition/coil relocator; taillight:

273 Roland Sands

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BMW Concept Ninety
The BMW Concept Ninety presents itself as a sporty boxer with a battery of
sophisticated custom details by Roland Sands. The bike's basic proportions
clearly take their cue from the forebearer that inspired its concept: the fairing,
tank, seat, and tail instantly signal its family bond with the BMW R 90 S. The
BMW Concept Ninety also picks up on the demarcation of the bike's propor-
tions that was a hallmark of the time. The upper ergonomic and aerodynamic
bodywork is visually separated from the black engine and chassis. The body-
work is handcrafted from aluminum, with brushed areas seen in the tinted ar-
eas of the front fairing and tank, as well as at the tail. The rich orange shade
is also a nod to the legendary Daytona Orange paintwork of the BMW R 9B S.
Matching the sporty, cutting-edge interpretation of the front fairing, the BMW R
90 S's halogen lights have been replaced by contemporary LED elements hon-
oring the bike's ancestor with a round headlamp design. Seamlessly mounted
behind it, the dynamically shaped tank ensures an optimal connection between
rider and machine. Further along, the tank and seat melt harmoniously into
each other. A steadily ascending line from the handlebars to the tail creates
a slight wedge shape, lending the BMW Concept Ninety an almost ready-to-
attack stance when viewed from the side-like a sprinter about to explode into
action. Below the bodywork sits the air-cooled flat-twin boxer engine. Entirely
in black with contrast cut details, this section of the bike symbolizes concerted
power, precision and performance. The mechanics and technology as a whole
are purposely rendered visible and reflect a keen attention to detail.

Bike Name: BMW Concept Ninety
Make: BMW Motorrad
Creator: Roland Sands, BMW Motorrad
Design
t$l Rebuild
Bi ke Category/Gene: Sportster
Year of Rebuild:2O13
Frame Modifications: 21rc BMW proto-
type-steel
Bodywork: Custom bodywork fabrica-
tion; gas tank: aluminum; seat: leather
by Bitchin Seat Co. (design by RSD);
front fender: polymer; tail section/
fender: aluminum hand-fabricated; gas
cap: custom billet; fairing: aluminum
hand-fabricated; windscreen: Lexan
with custom billet mounts; trim: custom
carbon fiber side panels; logos: custom
billet
Motor: 2O13 BMW boxer, airloil cooled,
9OO cc; intake custom billet airbox with
K&N filter; valve covers custom billet;
breast-plate: custom billet
Exhaust: Custom stainless 2-1-2 "Slant"
Front Suspension/Fork: Suspension:
Ohlins Superbike FGR; steering damper:
Ohlins
Rear Suspension/Shocks: Ohlins Shock
T39 for BMW; custom billet axle plugs
Tires/Wheels: Front wheel: Custom
Morris (Contrast Cut finish), 'l7x 3.5",
front disc: Custom Morris (Contrast Cut
Finish); tires front: Dunlop Slick-KR44B,
125/8O-17; rear wheel: Custom Morris
(Contrast Cut Finish) 17x 6.25"; rear disc:
BMW; rear tires: Dunlop Slick-KR449,
200/55-17
Brakes: Front caliper: Brembo GP4-RR-
monoblock (nickel)-dual; front master
cylinder: RSD Prototype-Radial; rear
caliper: Brembo HP; master cylinder
rear: BMW; brake lines: Spiegler USA
Hand Controls/Handlebars: Custom
radial master cylinders
Foot Controls: Gilles Tooling custom
billet with carbon heel guards; footpegs:
Gilles Tooling
Electrics/lnstruments: Cables: BMW
Paint/Powder: Painter: Airtrix, Chris
Wood: color: burnt orange flake over
brushed aluminum; pattern: orange fade
with red pinstriping; powder coating:
Olympic Powdercoating
Other Modifications: Frame plugs:
custom billet; tag bracket: custom;
hardware: Diamond Engineering custom
stainless bolts (design by RSD); reaction
bar: custom billet; taillight: Eddie Trotta
LED; front end: custom billet top triple;
clip-ons: Gilles Tooling custom billet;
gauges: BMW with custom billet hous-
ing; headlight BMW LED
Approximate Work Hours: 2 months

276
 His workshop is in Los Alamitos, a small city in Orange
County, California. lnside, it's more akin to a race team
workshop than a traditional custom motorcycle shop:
it's clean and well equipped, with the air of a laboratory.
Upstairs is the office, design studio, and video produc-
tion area, a large open-plan space where Roland and his
team conceive and design accessories, apparel, and bikes.
Roland's sister, Summer Sands Hoover, handles the day-to-
day running of the company. The workshop floor is managed
by Rodney Aguiar, himself a bike builder of repute. *lt gets
hectic," Roland admits, "and mellows out when l'm gone! I
think that's how my guys would describe it."
There are 12 people working full-time at RSD, and their
roles are broad. Some focus on apparel development and
sales, while others design parts for the RSD catalog. Other

"We use anything and everything

to get a visual on where we want
to glo. Tape, chipboard, welding
rod, stringl ... i.tst about anything
laying around that can fool the eye
into making a decision before we
spend hours fabricating it."
Roland Sands

guys help Roland with fabrication and assembly: up to ten

bikes are being built at any one time. And although Pho-
toshop is used for crafting ideas, the mocking-up stage is
resolutely old school. "We use anything and everything to
get a visual on where we want to go. Tape, chipboard, weld-
ing rod, string ,.. just about anything laying around that can
fool the eye into making a decision before we spend hours
fabricating it."
Different projects sit side by side. *We've got KTM caf6
racers, Ducati desmo flat trackers, Spoftster bobbers, and
BMW boxers. Diversity is what keeps it interesting." An eye
is always kept on the balance sheet "We try not to let stuff
sit for too long. lt's pretty tough to get paid for a bike that's
not finished.'n

Roland Sands
 He knows that being able to build a bike is only part of
the story: building a business is an entirely different matter.
"You need to be resourceful. There will always be things
you are not good at. Knowing how to get them done is very
important. You also need to be adaptable, so you can flow
with trends while staying true to your roots. Then you need
a good eye for balance and negative space, so you can get
the stance of your bikes right." And then there's resilience
to pain. "You need the ability to stay up until Sam when
you're bleeding and hungry!" lt's important to have an
escape route too, and Roland's is surfing: "Jumping in the
ocean is a complete reset button."

He's positive about the direction the custom motorcycle

scene is moving in. "lt seems to be growing, with more
young people getting excited about building bikes. The
scene is more accessible-it's more about getting your
hands dirty and stripping shit off and doing it yourself-or at
least, conning your friends into helping you do it!"
Quality control and functionality is a watch-out for Ro-
land. "lt's pretty rustic right now, but I imagine people will
soon get over that. Or at least get over bikes that don't start
and are harder to take on long trips. The longer someone
rides, the more they appreciate a really good bike. Guys who
stay with it-and don't just ride the fad-will be getting on
better and newer bikes. lt's about having fun, not just look-
ing cool. lt's doing both at the same time."
He keeps an eye on what other builders are doing, and
rates Rough Crafts and the English shop Shaw Speed &
Custom in particulan 'Asterisk in lapan is building crazy
stuff as well. Noise Cycles and Powerplant Choppers in the
United States both have great attention to detail. EI Solitario
in Spain is doing some really fun, creative builds, and Deus
Ex Machina makes very rideable bikes. Richard Pollock
(Mule Motorcycles) keeps building great flat trackers that
make me want to ride." The list goes on-it's obvious Roland
just loves motorcycles.
So what will we see next from his Los Alamitos work-
shop? "A32O mph, methanol-injected HayabusE," he says.
And he's probably not joking. (CH)

278
Renard Motorcycles
Renard Ferus
The Iogical extension of any popular custom-bike style is that it makes it to
production. Today's sportbikes can trace roots back to the late '19SOs when
England's rockers first gunned their race-replicas from one cafe to the next.
Likewise, current V-twin cruisers are direct descendants of the lndian and Har-
ley-Davidson bob-jobs that returning American servicemen used to blow off
steam after the Second World War.
The backers of Renard Motorcycles are also hoping copies of their specially
built motorcycle are soon rolling down an assembly line-not that it will be easy
getting to that point.
First off, the Renard Renus prototype was built in Estonia, the former Soviet
republic on the Baltic Sea, hardly a hotbed of motorcycle production. But, in
fact, prior to the war there were Renard two-wheelers being produced in Es-
tonia, 98 cc mopeds. Allied bombs destroyed the factory in .1944, putting an
end to the Renard name until 2O0B when a group of entrepreneurs decided to
resurrect the company.
They weren't interested in tiny runabouts. Their Renus power-cruiser is in
many ways as technically advanced a motorcycle as there is in the world to-
day. Of particular note in the carbon/kevlar monocoque main frame, a hollow
load-bearing unibody that contains the airbox and rubberized fuel cell, and
from which the engine and all major components are hung. Of those items, the
girder fork and wheels are made from carbon fiber.
While the motor isn't nearly so high-tech, the air-cooled Quattrovalvole V-
twin from Moto Guzzi is full of character and packs a useful123 horsepower
from its'1326 cc.
Styling is an enticing mix of old and new, with an overall shape that reminds
of the art deco BMWs of the 1930s, while at the same time looking like it could
have been time-warped to us from 50 years in the future.
Unfortunately, allthis avant-garde design and use of composite materials has
driven the projected price of production bikes to $60,OOA per copy, and in the
current economy that means the Renard may remain a very interesting one-off.
That would be a shame. (DE)

Bike Name: Renard Ferus
Make: Renard Motorcycles OU
Creator: Andres Uibomae, Ando
Paapstel
t$l Rebuild
Bike Category/Gene: Roadster
Year of Rebuild:2O12
Frame Modifications: CarLron fiber
monocoque
Bodywork: Carbon fiber
Motor: Moto Guzzi V2 90" 1326 cc
Exhaust: Renard metamaterlal-based
silencer
Front Suspension/Fork: Gi rder with
adjustabte Ontins 536DRtL shock
Rear Suspension/Shocks: 3-way ad-
justable Ohtins TTX 36
Tires/Wheels: Front wheel: carbon fiber
3.5Ox17"; tire: 12O/7Ax17"', rear wheel:
carbon f iber 5.54 x 17"; tire: 190/55 x 12"
Brakes: Front brakes: full ISR system,
twln semifloating discs @ 32O mm
(.12.6") 6-piston monoblock calipers; rear
brakes: full ISR system, single semi-
floating disc @ 22A mm (8.7") 4-piston
monoblock caliper
Hand Controls/Handlebars: Full ISR
system; master cylinders with integral
reservoirs
Foot Controls: Renard Design
Electrics/lnstruments: M otogad get
Paint/Powder: Metallic paint (black)
Parts: Tallinn University of Technology,
Estonian Aviation Academy, CSI Com-
posites Finland
Edition: Unique
Retail price: €49,AAA

280
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281
 Custom-Wolf:
Just fantasize about the most exciting ingredients for a caf6 racer
you won't be far from Custom-Wolf 's Laverau
a custom motorcycle is a lot
1f, t its base level, building
Alife baking a cake. You have a recipe, you round up
the ingredients, you bring them together, fire up the oven,
and some time later, you pull out a (hopefully) delicious fin-
/( _e
'vt
E it's down there working."
ished product. Of course, some cooks are better than oth-
ers, and judging by this drop-dead gorgeous, over-the-top
Laverda cafe race( the guys at Custom-Wolf Motorcycles
certainly know their way around the kitchen.
The two head chefs at Custom-wolf are wolfgang Baetz,
specializing in design and graphics, and Christian MarU,
who handles the engineering and metalwork. !t's been a
good collaboration for the pair. ln business since zooo,
the German shop has turned out a dizzying array of award-
winning specials, most done in the European streetfighter
theme using current Japanese four-cylinder engines
build-
wrapped with tight, minimalistic bodywork; others with Har-
ley-Davidson V-twins for power in pro Street-type frames.
Their most recent dish, though, is something different, a
little spicier. "This is a classic bike with a lot of modern at-
titude," is how Baetz describes it,
The bike's name is the first clue that something out of
the ordinary is cooking. "Laverau" refers to Laverda and
Rau, the engine/trame combination here. Laverda is the
iconic ltalian motorcycle company, sadly now defunct, that
was known for its hulking air-cooled three-cylinder engines,
once described by the impressed editors at Cycle maga-
zine as "producing thunderous horsepower over a broad
range and without a trace of temperament." Good-looking
and grunty, they were as evocative a powerplant as was
ever mounted between two wheels. "snorts down the road
28.2
like the world's biggest chainsaw" said Cycle World of its
RGSI OaO Corsa testbike. "lts three-cylinder engine thun-
ders out its power in a way that neve[ eve[ lets you forget
The motor here is from one of the last 3CL models and
displacesl'172 cc. lt was treated to a full rebuild, of course,
with its center cases and cylinder bank painted jet black, its
side covers and cambox highly polished then clear-coated
to maintain the mirror-like shine. lt breathes through a trio
of 40 mm Dell'orto carbs running only open velocity stacks
and free to ingest anything in close proximity. Figure about
1OO healthy horses from this setup, sandstorm inhalations
notwithstanding, which should translate to 140 mph at top
whack on the autobahn.
The completed motor was slotted into a frame from PSS-
Rau, patterned after a197os design by the late Manfred
Rau, a German fabrication ace. This borrowed heavily from
the Fritz Egli stressed-member design for Vincents with
its hug€, drainpipe-sized backbone. Custom-wolf needed
to modify the frame's motor-mount points to work with the
Laverda tripl€, an easy, done-in-an-afternoon operation.
So, we have "classic" taken care of with the Laverda tri-
ple and Mn Rau's assemblage of steel tubing. where exacfly
does the "modern attitude" that Baetz refers to come in?
AImost everywhere you look, actually, as if Baetz and
Martl went to pantry and pulled out everything marked
"ltalian, 2OOG or later." Borrowed from a Benelli TNT 1130
is the steel, multi-tube swingarm with its trademark ec-
centric axle adjusters. Custom-Wolf mated the arm to the
rear of the Rau frame with a Ducati monoshock, kicking
the back end up in the air to give the whole bike an aggres-
sive, nose-down, sniffing-the-ground stance. Wheelbase
is a rangy 59.5 inches. The same naked Benelli gave up its
triple-clamps, modified to fit the frame's headstock. Into
these went the beefy gold-anodized inverted fork tubes
from an MV Agusta F4 sportbike, already equipped with
very effective four-piston brake calipers. Suspension and
stopping, then, well taken care of, no worries. A proper caf6
racer should have spoked wheels, but Custom-Wolf wanted
suitably wide, sticky rubber for Laverau, so puny, retro-sized
rims were out. Luckily, Ducati was of the same mind about

wheel size in ZOOG when it came out with the Sport Classic
series, fitted with 36-spoke Excel 17-inch alloys, 3.5 inches
wide at the front, 5.5 at the back. These are now readily
available on eBay-a specials builder's best friend-from
owners changing over to cast wheels,
Laverdas always sound great with classic Lafranconi 3-1
collector exhausts, so Custom-Wolf sourced one for this
project, though it was to be heavily reworked to fit. After-
market catalogs were consulted only a few times for new
items on the bike. What looks like a vintage tachometer
snuggling behind the orange plexi windscreen is actually a
thoroughly modern electronic Motogadget item with analog
rpm face but a discreet digital readout for mph, oil pressure,
voltage, tiffiB, and air temperature. Over Rennsport provided
the black-anodized rear-set footpegs and heel guards.
A large portion of the 600-plus shop hours it took to cre-
ate Laverau was devoted to the bodywork. Huge blocks of
foam were attached to the chassis mockup, then the Wolf
crew got out their shaping tools and proceeded to make
noise and a lot of white dust. Happy with the final forms
for the front fendeq mini-fairing, fuel tank, and seat cowl,
out came sheets of aluminum, body hammers, and dollies,
and the pounding and hand-forming began.A nice touch is
the tank's lengthwise center indentation, Fut there to ac-
commodate a turnbuckled mount strap covered in orange
leather as an homage to Moto Laverda's racing colors. The
tailsection is similarly adorned, plus it has an integral tail-
light and turn signals. AII together the end result, with the
bare aluminum left unpolished for a nice soft satin effect,
manages to Iook classic and modern at the same time-hey,
just as Baetz promisedl
"To customize means to shape something individually,"
he expounds. "lt is our goal to give a motorcycle an inde-
Laverau pendent design, not to follow any trends, but to find our
own, timeless lines."
Bike Name: Laverau t$l Rebuild Front Suspension/Fork: MV Agusta Foot Controls: Over Rennsport Seems to be working, as the Laverda took Best Caf6
Make: Custom-Wolf Bike Category/Gene: Caf6 racer Rear Suspension/Shocks: Rau Electrics/l nstruments: M otog ad get
Tires/Wheels: Ducati's Paul Smart classic
Racer honors at the big Custombike Show in Mannheim first
Year of Rebu il d: 2O12
Frame Modifications: Front and rear 3.5 x 17" 12O/7O/17 and 5.5 x
.I7"
with Paint/Powder: The f rame is powder- time out. Oh, in case you're wondering, no, Laverau is not for
tul Donor Bodywork: Aluminium sheet metal fia/55/17 coated sale, sorry. Chefs Baetz and Martl have the recipe commit-
Manufacturer: RAU frame without varnish Brakes: Ducati/MV Agusta front; Benelli Approximate Work Hours: 6O8 hours
Motor: Laverda1172 TNT rear Edition: Unique
ted to memory howeveq and will be happy to whip you up
Model: Laverda
Year of Build: 1979 Exhaust: Custom Hand Controls/Handlebars: Custom Retail price: Not for sale something just as tasty. (DEt

283
Southsiders MG:

du Style
Led by the effortlessly stylish Vincent Prat, this group of friends in the
southwest of France has had a huge impact on the European scene.

284
 I t is hard to overestimate the influence of Vincent Prat
I o,, the custom motorcycle scene in western Europe. The
founder of the Southsiders MC is an accomplished bike
builder; and also the lead organizer of the annual Wheels &
Waves show in Biarritz-the most glamorous destination for
builders and moto fans on the continent.
Vincent is a gentleman of the old school, quiet-spoken,
and with manners as immaculate as his wardrobe. (And
like any true romantic, he still has the first leather iacket
he bought, when he was 17.) His playground is the Basque
country home to some of the continent's finest riding roads.
To explore those roads he keeps three motorcycles in his
Toulouse garage: a Norton Commando for sporting rides, a
Moto Guzzi Eldorado for cruising, and a Ducati scrambler for
off-road. lt's a selection that covers all bases, and each bike
is a classic in its own right.
Vincent's love affair with motorcycles started in 1974. He
was l?years old and hitched a ride on the back of a BMW
R9O/6 owned by a family friend. "My life changed that day,"
he recalls. His parents, howeve[ were dead set against their
son joining the hordes of teenage moped riders in France.
But eventually Vincent persuaded them otherwise, and he
was allowed to get a tiny V6loSoleX.
When he was 15, he graduated to off-road adventures
with friends on trials bikes. And then came his first ride on a
Norton Commando, when he was 18. After that, there WaS no
looking back.
Weekends were invariably spent in the garage, fet-
tling and restoring motorcycles with a close-knit group
of friends. Years later they started calling themselves the
Southsiders MC, and when the internet became ubiquitous,
began to document their experiences and passions online.
The website quickly attracted international attention.
It's an expertty curated collection of pieces on custom and
classic bikes, mixed with evocative photography, hom-
ages to design icons, and surfing stories. (When not riding,
Vincent heads to the beach in his 1962 Ford Falcon wagon,
sudboards in the back.)
At the Same time, the Southsiders started to "grow UP," The CP Project
as Vincent puts it. Along with the three other core mem- Southsiders, he carved multi-part moulds for the bodywork in plywood, balanc-
After Daniel Delfour's Norton Ala'verda had caused a real stir at the 20OB Leg-
bers-Thierry de Miras, Benoit Guerry and l6rome All6-Vin- end of the Motorcycle event in California, the French master builder got togeth- ing the volumes and shapes of the tank and seat until the styling came together

cent started to build bikes in earnest. "l'd Spent many hours
fixing up my own bikes," he SayS, "so it was a natural choice
to start building." lnspiration comes from history-from
examining technical and aesthetic solutions that were used
decades ago. Then the process starts, with drawings and a
search for the right parts.
er with his friends from Southsiders to hatch plans for a sequel that would soon
take shape as the CP Project. As English motorcycle fans, they chose a Norton
featherbed frame and a Triumph 750 Bonneville engine. But as they didn't want
to just make the thousandth cafe racer or Triton, they decided to follow their
own road. Apparently, that headed toward Gotham City, passing through Juras-
sic Park, eventually to a bike that combines a Batpod with a T,Rex fastback and
Cat Woman's curves. As Vincent Prat of Southsiders notes, inspiration came
directly from the culture of comics. The design brief for Delfour was to create a
very slim and low-slung motorcycle, all in black. Tightly imposed specifications
proved a challenge, but Delfour, who is also a violinmaker, mastered it by help
as a whole. Delfour decided to do away with front brakes, flat-track style. The
front forks are Yamaha items, connected to Moto Guzzi triple trees modified to
match the original Norton geometry. Many parts are handmade, including the
oil tank, rear-sets, levers, and pedals; the speedometer and billet alloy gas tank
cap were designed by Prat, taking cues f rom a classic French chronometer. The
engine was rebuilt to original specifications, but using a TR7 single-carburetor
head rather than the fussier stock twin-carb item. The visual f inishing touches
came from French builder Momo, who not only painted the frame in gloss black
and the bodywork in a black flake, but also created the exhaust system and
heat guards.

"l work on bilres for my own of his 3O years of experience in that field. Working from sketches provided by

pleasure, with no other goal than ITI Rebuild Front Suspension/Fork: Guzzi Paint/Powder: MBS
Bike Name: The CP Project
to finish the proiecf I have in mind. Make: Southsiders MC
Creator: CP Project, bike elaborated
Bike Category/Gene: Cafe racer
Year of Rebuild:2OO9
Rear Suspension/Shocks: Hagon
Tires/Wheels; Firestone Blackwal I
Other Modifications: Bodywork: Vintage
Motorbikes

Which sometimes takes several between Frank Charriaut, Daniel Delfour, Frame Modifications: MBS Norton
Wideline
Deluxe
Brakes: G ri meca-Brembo
Approximate Work Hours:
Edition: Unique
1,OAO hours

and Vincent Prat

years!" Support: Daniel Delfour, Momo from Bodywork: M BS
Motor: Triumph T14A
Hand Controls/Handlebars: Magura
Foot Controls: Motocicli Veloci
Momo Bikes Service, and Benoit Guerry
Vincent Prat f rom Studio Ze Exhaust: MBS Electrics/l nstruments: H omemade

285
 "Why the length of the fork tubes?
Why a front wheel without brakes?
... St'mply because we wanted to."
Vi ncent Prat

286
 "Creativity is the most important thing. I love it when the
shape of the bike suddenly appears in front of you. lt's not
my job, though," he hastens to add. "lt's a pastime. I work on
bikes for my own pleasure, with no other goal than to finish
the project I have in mind. Which sometimes takes several
years!"
It's a typically self-effacing statement, but Vincent has
had remarkable success at his "pastime." The motorcycle
that catapulted him to attention, the CP Project One, is
regarded as one of the world's most beautiful custom
motorcycles. On pape6 it's a classic Triton, with a Nofton
featherbed frame and a Triumph 75O Bonneville engine. But
in the metal, it is anything but ordinary.
"We didn't want to make the thousandth caf6 racer or
Triton," says Vincent. "We decided to follow our own road.
The design is a mix-it's Batman'S motorcycle with a T. Rex
fastback and Catwoman'S curves. Our inspiration came
from the culture of comics." lt's not an entirely practical
bike, and nor is it intended to be. "Why the length of the fork
tubes? Why a front wheel without brakes? Simply because
287
we wanted to," Vincent shrugs.
His partners in this project were the designer Frank
Charriaut (the "Ctt in "CP"), and the motorcycle builder
Daniel Delfour. Delfour, who has a second string to his bow
as a violinmake4 transformed Vincent and Frank's ideas into
metal. Then the enigmatic Momo, another frequent collabo-
rato6 applied the exquisite black paint.
When a Southsiders bike is finished, master photogra-
pher Benoit Guerry shoots them in his studio on medium
format. The resulting images spread quickly around the
Southsiders MC
 "Do Featherbed, Batman, and
tyra nnosaurus rex have sor?? ething
in common ?"
Vincent Prat
internet and the reputation of this strange collective of mo-
torcyclists from the sud-ouest grows still furthen
The digital world is ephemeral in nature though, so the
four friends decided to create something more concrete.
They launched their first show in June2O@9, an informal af-
fair centered on just ten motorcycles. Since then, the event
has snowballed; in 2@11the concept was christened Wheels
& Waves.
The 2912 show was especially significant for Vincent: it
was where he revealed his own favorite build, the lmpossi-
ble Project. lt's another Triton, albeit much more functional
than the CP Project One. Vincent has owned this machine
for many years, and it's seen many different incarnations.
Now configured for the Bonneville salt flats, it has a dustbin
fairing and bodywork by Momo, and an engine fettled by lo-
The lmpossible Proiect cal guru Henri Lao Maftinez.

The circuitous story behind The lmpossible Project begins back in 19BZ with
Vincent Prat's keen urge to build a Norton Rickman Racer to use on the road.
Collecting suitable parts to complement the Rickman frame that he had bought
proved a slow and frustrating mission, back in the pre-internet era. After three
years, he still lacked an engine and gearbox, and worse, the papers required
for authenticity. The project became cumbersome in both Prat's head and his
garage, and the more he read about the Rickman frame's lack of steering preci-
sion, the less he was motivated to finish the bike-and decided to sell it. Based
on his ad, someone offered him an exchange: his box of parts for an unfin-
ished Triton, including a Wideline frame, a Unit f12O engine, Roadholder forks,
and those vital papers. He accepted the offer right away and constructed the
Triton, with parts found through the traditional motorcycle networks of those
days. He rode and enjoyed this first incarnation, despite its faults, for several
years before losing interest again and storing the bike in his garage. But today,
motorcycle collectors are less dogmatic; they're less fixated on pedigrees, and
whether or not a true Triton should have a pre-unit motor. When Prat stood on
the hot salt at a Bonneville Speedweek some time ago, he decided to create a
new version of the Triton-and would name it The lmpossible Project. He credits
his friend Momo, "the Wizard," for helping him build the chassis. The engine
preparation was handled by Henri Lao Martinez (HLM). After his years of ex-
pertise working on Triumph engines, the formula for perfection was simple to
find. With the Triton complete, Prat was ready to ride on the salt as part of "The
lmpossible Team": JR Ortega and his BMW, and El Solitario with their Triumph
T12A. Right now, the bike is in a crate and ready to fly away to the United States.
He will see it again on the other side.

Bike Name: The lmpossible project
Make: Southsiders MC
Creator: The lmpossible Triton -
Vincent Prat
Support: Momo, Henri Lao Martinez
(H LM)
tTI Rebuild Front Suspension/Fork: Norton Road- Paint/Powder: MBS
Bike Category/Gene: Drag race[ holder Parts: Seat: Claude Carridre
lakester Rear Suspension/Shocks: H agon Approximate Work Hours: BBO hours
Year of Rebuild:.2012 Tires/Wheels: Dunlop KB'1-18" Edition: Unique
Frame Modifications: M BS Brakes: Grimeca-TLS
Bodywork: MBS Hand Controls/Handlebars: John Tickle
Motor: T 12?-Henri Lao Martinez Foot Controls: Tom masel i
I

Exhaust: MBS Electrics/lnstruments: Custom

289 Southsiders MC
 By 2O13, over 3OO motorcycles were mustered for a ride
up into the forenees, across the border, and into Spain.
Hundreds more bikes gathered in the parking lot of the
iconic Biarritz Lighthouse. The local aidield was comman-
deered for informal drag races, and BMW Motorrad shipped

"Note to my son Olivier: now this

bike is yours, take care of her and
you'll fly to the moon!"
Vincent Prat
in one of the most significant bikes in the history of motor-
cycling, the priceless R7 prototype.
For the visitors, honorary members of the Southsiders
Mc for a weekend, it felt like being pad of the biggest mo-
torcycle club in the world-surrounded by like-minded souls
with a common interest in motorcycles.
But for vincent, Southsiders is more than just a club.
"This is a friendship story" he says. (CH)

290
Chicara Nagata:
The Crossover Artist
The first motorcycle customizer to show exclusivery IN art galleries.
/l fter emerging on the global custom stage in a blind-
Fling chromium flash in2o@G by winning the AMD
World Cup "Freestyle" category chicara Nagata remains an
enigma to much of the motorcycling world. Nagata clearly
builds custom two-wheelers of tremendous finesse and an
unbelievably clean finish, yet he calls himself an artist first,
whose medium "happens to be motorcycles.,'
He often repeats the tale of his motivation behind cus-
tomizing bikes, an impulse rooted in trauma and redemp-
tion: after a terrible motorcycle accident at the age of 16, he
spent eight months in the hospital, receiving many blood
transfusions and much attention from medical speciat-
ists. while recovering, he felt an obligation to repay the
many people who ushered him from the land of Death to his
"second life." Nagata chose to transform the instrument
of his near-death via Art, following the pronouncement of began customizing Harleys, having always loved vintage
the Greek god Apollo; "The wounder shall heal" ... in other American motorcycles, and first participated in a Custom
words, use the same poison/disease to cure a great illness show in Japan in 1998. ln29,o4, after three years of work,
(the basis of vaccination, and homeopathy). Thus, while he completed chicara Art one, and began a new series of
pursuing a path of graphic design as his primary business, unique "art motorcycles": he has now completed 13 Cus-
Nagata eventually began customizing motorcycles to repay toms, with 5 as examples of mechanical "sculptures," each
his debt of gratitude to those who gave blood and worked unique, based on vintage motorcycle engines as diverse as a
for his revival. "That got me thinking about how I could show 5O cc Honda, soe cc Meguro, and 12oO cc Harley-Davidson.
the world that I was alive and well. I realized that making ln 2@@5, he entered his bikes in Harley-Davidson cus-
things I was good at-building a motorcycle that means so tom shows in Belgium, Germany, and France, and won six
much to me-was the way I could do so.,n awards. Global recognition followed in 2oofl,when he took
chicara Nagata was born in 1962 in Saga prefecture, on top marks in the "Freestyle" category of the AMD world
Kyushu lsland in the south of lapan (where he lives today), championships; he also participated in the AMD Asian
and has been a graphic artist since 1982. He founded his Ghampionship held in Malaysia in 2@OZ, and won the event.
graphic design firm cHlcARA in 1992, and the following year His initial working process is completely in 2D,where
he employs his graphic design skills, visible in the highly
appealing "build posters" he creates for each of his Art mo-
torcycles. "Basically every design, structure, and style are in
my head and I create the images again and again. So I sel-
dom draw the design on the PC. I am an analog type. I create
the image first and produce. Basically I work on one tbikel
at a time, but in my mind I create some images at the same
time. The graphic designs are basically two dimensions.
When I make the motorcycles, I go back and forth between
2Ds and 3Ds. ! think it is important to comptete 2D designs
perfectly first even when making 3D motorcycles. ! spend
more time before I start to make motorcycles. That means
! need more time to fix my style and design. I don't spend
much time for thinking about metalworking or welding."
His new generation of pure r'art" machines, the chicara
Art series, emerged in 20o6 with the chicara Art l, which
took three years and 7,5OO hours of hand-building, welding,
fabrication, and assembly to complete. "Every progress, I
encounter many many problems. I can't count how many
times I give up to make motorcycle. But I noticed that ,lf
we don't give up, we can make it.' In another word, we can
make the impossible possible. This is what ! learn from
making motorcycles, but still on the way." The steel, alumi-
num, brass, copper, and chromium machine is built around
a1937 Harley-Davidson Model U, o 12gO cc sidevalve V-twin,
the venerable mainstay of American motorcycling in the
early 193os. "when I see a certain vintage model engine,
I fee! like creating. This is what I like to work with. Most of
the time I choose the engine from its beauty, not onty from
its function. I would like to give the stylish detail for well-
balanced engine. That's why I pick up the engine first.,'
292

Chicara Art lV
Bike Name: Chicara Art 4 tTI
Make: Chicara Motorcycles Bike Category/Gene: Vintage racer
Creator: Chicara Nagata Year of Rebuild:2O@8
When completed, the Chicara Art I was a breathtakingly
original approach to Custom motorcycling, with few "tradi-
tional" cues to Nagata'S aesthetic decision process. With
an exceptionally pure standard of finish, the Art I is a radical
expression of the "Japanese" school of loq gooseneck-
framed framed Harley-Davidson Customs, with enough
unique touches-the handmade forks, the arrangement of
the gearbox and clutch, the detailed finish-to emphasize
its special qualities. Most surprising about the chassis is a
construction detail often missed by viewers familiar with the
"gooseneck" school .... the Nagata bike isn't one at all.
What appears to be a stretched frame is simply Nagata's
unique design of front forks, in with the entire steering
head assembly and forklegs pivot via links connected to
the main frame. Like all Nagata's 'Art" bikes, the machine
positively gleams, and took the AMD World Championship
in2806 by an overwhelming 239 points over its closest
competiton The machines first appeared in the United
States at the lppodo Gallery in New York City in November
2Oo8; the exhibit was called Chicara Liquid Chrome, an
apt description for these ultra-glossy, flowing machines.
lmages of the "Chicara Art" motorcycles flooded the global
web press in 2@O9, as lppodo took a bold, albeit typical "art
world" financial strategy, listing each machine for sale at a
cool $t million. Stories of the "Million Dollar Motorcycles"
circulated widely, with much controversy in the motorcycle
press, as proponents of other Custom builders vied for
"Whose is worth more," and other motorcyclists debated
the merits of un-rideable machines, and the role of Art in
the world of Motorcycles.
Motorcycles have long held and uneasy relationship
with the fine art establishment, and while many artists have
been enthusiastic motorcyclists, and even included bikes
as their subject matte[ no motoartist has broken an invis-
ible barrier between the worlds of Design, Fine Art, and Folk
Art. The overlap of these categories has long been clear to
art-minded bikers, and it was the fundamental reasoning
behind the Art of the Motorcycle exhibit at the Guggenheim
Museum in 1998, which was, and remains, fiercely contro-
versial among the defenders of the fine arts, who would
prefer to keep examples of the applied arts (i.e., anything
aesthetic and functional) out of their museums!
Historian and art critic Robert Hughes, writing in Time
magazine (August 18, 1998) in defense of the Art of the Mo-
torcycle exhibit, only lamented that the Guggenheim show
did not include more cuStom motorcycles: 'n...everything in
[the show] is stock, so that it ignores the creative ingenu-
ity that has gone into making the custom bike one of the
distinctive forms of American folk art."
Two decades later, ambitious customizers like Chicara
Rebuild fork Foot Controls: Custom Nagata and lan Barry are pushing beyond the confines
Rear Suspension/Shocks: Custom Electrics./lnstruments: Honda Moped of even Hughes' allowance of folk otr, and demand to be
rame Stock
recognized aS "artists, whose medium happens to be mo-
f

Frame Modifications: Custom 4 unit Tires/Wheels: Front wheel: rim: kint/Powder: Chromium plating
tTl Donor frame 2.OOx17", tire: Michelin 2.OO x17"; rear Other Modifications: Al I torcycles." Nagata's ultimate statement could certainly be
Manufacturer: Honda Bodywork: Custom wheel: rim: 2.25x17", tire: Michelin Approximate Work Hours: 3,5OO hours repeated by every artist since anonymous painters deco-
Model: Moped Motor: Honda Moped Motor 1966 Stock 2.25 x17" Edition: Unique
Brakes: Honda Moped Stock
rated the caves of Lascaux. "l would Iike to show my identity
Year of Build:1966 Exhaust: Custom
Front Suspension/Fork Custom rigid Hand Controls/Handlebars: Custom and my existence to all the people through my art."

293
 Chicara Art ll: The Art ll is the machine with which Na-
gata really hit his stride, a radical divergence from his first
machine, and perhaps every other motorcycle. With a1942
Harley-Davidson WLA 75O cc v-twin motor suspended in a
minimal, bicycle-like frame, the overall effect is like a chro-
mium gazelle pregnant with a bear cub. This machine, more
innovative than his Art I in so many ways, came second at
the AMD World Championship in 28@7. All references to the
lapanese school are absent, and Nagata stepped onto terra
incognita, rethinking the total structure of his artmachine:
the front suspension system is the same as the Art l, where
the front forks and the steering head together are attached
to the frame by pivoting links, with movement damped by a
small hydraulic shock absorber placed where the steering
head is typically found. Thus, the handlebars and controls
move up and down with the front wheel, while the rider's
body is cushioned by the shocks. Unusual, to say the least,
but visually stunning. The frame is the simplest of loops,
hugging the underside of the WLA motor and curuing to
raise and support the Triumph four-speed gearbox, where
a very simple and narrow-angle triangulated rear subframe
holds a pair of small "footboards," which pivot on one end
so one presses the "paddle" to shift gears. With the foot
controls nearly at the rear axle, and a pair of flat handlebars
a bounce with the front wheel, the riding position is "stylized
drag bike," while the rider sits atop a small leather bicycle
saddle, and kept from sliding into the rear wheel by an ex-
ceptionally minimal "rear fender."
while the Art ll is clearly a functional motorcycle, it is
equally clearly not designed with a rider's comfort or ex-
tended functionality in mind. The overal! aethetic effect is
entirely the point, and one Nagata makes with a vengeance.
Nagara is working with the 'idea of a motorcycle, reassem-
bling and resizing the essential ingredients, which add up
to a motorcycle to suit his vision. Perhaps more than any
other of his Art machines, the Art ll shows his dependence
on many hundreds of hours of 2D design work, finalizing a
perfected design before laying a finger on metal. 'Almost all
process-design, metal working, leather craft for the seat
etc.-l do all by myself. I do not have an expensive high-level
machine. I do shave, sheet metal, welding, and metalwork-
ing using a hand tool.'n
Chicara Art lll: The Art III of 209,8 is a natural follow-up
in his previous machine, similiar in structure-a clean loop
frame with Nagata's own conception of a front fork system-
to the Art ll, but incorporating a lapanse engine from 1gSO.
The Meguro 496 cc single-cylinder oHV engine is from one
of dozens of lapanese motorcycle factories that sprung up
ChicaraArt II
like mushrooms immediately after the Second World War;
Bike Name: Chicara Arl2 Year of Rebuild: 2@O7 Rear Suspension/Shocks: Customized; Paint/Powder: Chrom u m plati ng
Meguro was a successful and respected player in the Japa- Make: Chicara Motorcycles
i

nese market, building large-capacity machines, and win- Creator: Chicara Nagata
ning races frequently; it was absorbed by Kawasaki in 1963.
tIl Donor
The engine is clearly inspired by the Ariel Red Hunter, Manufacturer: Ha rley-Davidson
although as with most Japanese machines of the 195Os it is Model: WLA
not a strict copy and incorporates many refinements over Year of Build: 1942
the original. Nagata built the entire chassis, forks, tanks, tTI Rebuild
and controls himself; overall more than 5OO individual parts, Bike Category/Gene: Vintage racer
Frame Modifications: Custom B unit
frame
Bodywork: Custom
Motor: WLA mated to 1960 Triumph
4-speed; engine sprocket: Bob Newby
Racing; trans sprocket: 1950 Triumph;
rear sprocket: Sportster
Exhaust: Custom
Front Suspension/Fork: Custom ized ;
rigid fork: Ohlins
original frame: Onlins Other Modifications: All
Tires/Wheels: Front wheel: rim MTR- Approximate Work Hours: 7,OAO hours
Cyle clincher 28 x 3", tire: Firestone Non- Edition: Unique
Skid All Black / 28x3"; rear wheel: rim
MTR-Cyle clincher 28 x 3", tire: Firestone
NonSkid All Black / 28x3"
Brakes: Harley-Davidson 1939 Stock
Hand Controls/Handlebars: Custom
Foot Controls: Custom
Electrics/lnstruments: Morris Mag neto

294

Chicara Art lll
Bike Name: Chicara Art 3
Make: Chicara Motorcycle
Creator: Chicara Nagata
fDl Donor
Manulacturer: Meguro
Model: Racing Motor
Year of Build: 1950
tTt Rebuild
Bike Category/Gene: Vintage racer
Year of Rebuild:2O@8
Frame Modifications: Custom 4 unit
frame
Bodywork: Custom
Motor: Meguro Racing with BSA/JP
pistons; Honda oil pump;'1950 Triumph
gearbox
Exhaust: Custom
Front Suspension/Fork Custom ized ;
rigid fork: Ohlins
Rear Suspension/Shocks: Custom rigid
frame
Tires/Wheels: Front wheel: rim: MTR-
Cycle clincher 28x3", tire: Coker Classic
All Black Rib/28 x3"; rear wheel: rim:
MTR-cycle clincher 28x3", tire: Coker
Classic All Black Rib/28 x 3"
Brakes: Kawasaki
Hand Gontrols/Handlebars: Custom
Foot Controls: Custom
Electrics/lnstruments: Morris Magneto
PainVPowder: Chromium plating
295
crafted by hand by a single man, in a 6,OOO-hour process.
The Art lll looks more conventiona! overall than the Art ll,
having a less radical arrangement of its elements, probably
dictated by its rather tall single-cylinder engine, although
the hand and foot controls are in typical positions, and the
machine looks completely rideable. The essential fuel and
oil tanks are strategically tucked into the frame in positions
that dictate atypical shapes for what are traditionally essen-
tial styling cues for a motorcycle's visual identity-for what
is, for example, a Triumph Bonneville without its shapely
fuel and oil tanks? Nagata constrains these elements to
interlocking metal packages, with raised surface details
that create a mysterious sort of branding, as if the Art lll was
not built by a motorcycle factory at all, but is intended for
an entirely different purpose, such as a low-orbit satellite.
We are given clues but no explanation of Nagatans visual
language, and are left to work out for ourselves the meaning
and intention of the machine before us.
The Chicara Art lV: Perhaps the most radical Ghicara
Art motorcycle yet, the Art lv-Moped Racer-KF Special is
indeed a moped, albeit one conceived in an entirely novel
mannen Using a 1966 Honda 5O cc rear-wheel attachment,
this machine definitely represents the most lavish expendi-
ture of design energy and fabrication time to a nominally 1.5
hp motorcycle. Built in2OO&, the 78 kg machine took 3,50e
hours to build, and Nagata has imagined the chassis as a
fascinatingly futuristic and novel bicycle, with full suspen-
sion front and back, using levers and cantilevers from front
and rear forks to an opposing pair of hydraulic shocks. A
complicated system, but the effect is strikingly futuristic,
almost alien-the stacked sets of springs looking much like
ribs on the body of a stretched-out chrome creature.
The Art lV is perhaps the most elaborate moped on the
planet, the bicycle chassis unlike any other, with leading link
forks and a complete pivoting rear subframe, that houses
the engine-in-a wheel, plus the fuel cell and battery for the
coil ignition, in a complete and compact unit. One expects,
with a large open carb and curvaceous exhaust ending in
an organic megaphone, the little 5O cc engine produces
significanlty more than the 1.5 hp of its original rating. While
the mechanical solutions fascinate the ByG, it is the riding
position that tells the real story; with a high saddle emulat-
ing the raised rump of an animal with its head down, ready
to run or pounce, anyone attempting to ride such a beast
would find it definitely undomesticated, and certainly not
subservient to a human. This is a machine that exists for
itself alone, an independent being. With the Art lV Chicara
Nagata's imagination was freed from the normal design
constraints of engine/prim ary case/gearbox, which form a
Other Modifications: All
Approximate Work Hours: 6,040 hours
recognizable belly to any motorcycle built after 1901, when
Edition: Unique Werner patented the right position of these elements. With
an engine in the rear wheel, Nagata was free to answer the
fundamental questions of a bicycle: How to connect front
and rear wheels? How to provide suspension to a rider?
Where will the rider sit? His answers to these questions
accumulate to one of the most radical, uncompromising
motorcycles ever built. (PdO)
Chicara Nagata
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 EI Solitario:

The Outliers from Galicia

Spaniard David Borras swapped a successful career in commodity trading for something
much more meaningful-building some of the world's most creative custom motorcycles.

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298
 M ff : :J; :T :: Ii-"Jil: H T:}'I;J'.: : ffi 1"3,,
variations on a theme-with a signature style recognizable "
by those in the know.
David Borras, howevef takes precisely the opposite
approach. He's the driving force behind EI Solitario, one of
Europe's most controversial workshops. And if you can cor-
rectly identify one of his bikes, it'll be because you've never
seen anything like it before.

David is one of the most engaging

characters on the custom scene:
loud, outspoken, and relentlessly
cheerful. He's an effervescent
bundle of energy, attracting
attention and good karma
wherever he goes.
But despite the flamboyant exterio6 his creations are
carefully thought out, intricately constructed, and very obvi-
ously the work of a deep thinker.
The bikes all have names. There's Winning Lose6 an
improbably low-slung 1985 Yamaha SR that started it all. La
Sa! del Diablo is a 1969 Triumph Bonneville. Baula is a BMW

ft

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{t0ttlu'r
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299
 se- L

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Baula
Baula is the Spanish name for a leatherback turtle, the huge prehistoric sea
creature that inspired the build. The bike of this name was commissioned by one
of David El Solitario's friends, with whom he tells to have hidden, drunk, in the
grass of a Costa Rican beach as leatherbacks dragged their bulk up the sandy
to lay eggs in former years. Squint and you can see the resemblance: the stuck-
out-in-the-breeze cylinder heads are Baula's flippers. This behemoth is margin-
ally better on land than in water though. Baula started life as a 1969 R75/5, and
its final form was inspired by the 1939 TT-winning BMW Rennsport and the art
deco Henderson scooter. The metalwork is entirely new and hand-made. The
fairing, molded around twin Bates headlights, sports a pair of brown Lexan poly-
carbonate resin windows. At the back, custom-made racks house vintage Buco
panniers. El Solitario fitted a huge Hoske touring tank, and made the subframe,
curved race seat, deeply skirted front fende[ and tinted windscreen. The engine
was rebuilt, in standard trim, and fitted with Velocette Thruxton fishtail pipes.
The electrics are all new, with a Silent Hektik coil and an electronic ignition sys-
tem at the heart of it. A featherweight AntiGravity lithium battery provides juice,
and the instruments are from Motogadget. Handmade bars are finished with
leather grips and Royal Enfield bar-end levers finish Baula's look.

Bike Name: Baula tUl Rebuild custom leather single seat with license Rear Suspension/Shocks: Rear shocks levers; leather grips; custom steering tank and panniers painted
Make: El Solitario Bike Category/Gene: Sports Tourer plate holder; custom pannier racks 28O mm damper Other Modifications: Vintage Buco
Year of Rebuild:2012 Motor: Ground up motor rebuild and Tires/Wheels: Excel Takasago identical Foot Controls: Custom rear-sets Panniers
Frame Modifications: Custom sub- Bing carburetors; electronic ignition; 'lB" black rims with stainless spokes with Electrics/lnstru ments: Al I el ectrics Approximate Work Hours: 5OO hours
tT,I Donor frame, nickel-plated Silent Hektik coil and regulator 4.5O Firestone rubber reworked; AntiGravity lithium battery; Edition: Unique
Manufacturer: BMW Bodywork: Custom alloy front fender; Exhaust: Velocette Thruxton pipes Brakes: Stock Motogadget speedo and custom
Model: R75/5 custom alloy fairing with brown Lexan Front Suspension/Fork: Front forks Hand Controls/Handlebars: Custom switches; Twin Bates headlights
Year of Build:1969 windows; Hoske vintage gas tank; shortened and lowered handlebars; Royal Enfield inverted brake Paint/Powder: Motor powder-coated;

300
$,tfrj
.tl

\v
/r'
 R75/5 that looks like a refugee from the set of a Fritz l-ang
movie. Trimotoro, David's personal favorite, is a remarkably
sculptural Moto Guzzt V65. And then there's Gonzo-a statu-
esque BMW R45 ridden by David's equally statuesque wife
and business partner, the fashion designer Valeria Libano.
David and Valeria both come from families that have a
long and deep love for good machinery. But back in the day,
it was high-end cars that rocked David's world-not motor-
cycles. "When I made my own money, I had the opportunity
to try many of my dream cars," says David. "Then I realized
you need an insane amount of cash to take full advantage of
them." So David switched to bikes, and the love affair started.
Freedom is a big part of that love. "Motorcycles are one

"Motorcycles are one of the lasf

basfions of freedom, They're an
antidote to the power of electron-
rcs, safety regulationq and the
protectionism that surrounds life
nowadays."
David Borras
of the Iast bastions of freedom. They're an antidote to the
power of electronics, safety regulations, and the protec-
tionism that surrounds Iife nowadays. Legislators and their
stupidities worry ffie, but I think motorcycles-especially the
types we care for-are here for the long run."
His background is anything but mechanical. Childhood
was spent shuttling between Galicia and a boarding school
in England, two worlds that could not be further apart. When
a career beckoned, he studied law and practiced it for sev-
eral years before realizing he hated it. He switched to com-
modity trading, buying and selling raw materials and making
good money, but still felt like a fish out of water. "l was living
a life that I didn't enjoy," he recalls, "wearing suits I didn't
feel comfortable in, and talking to people about things that
didn't interest me."
Then he met Valeria, a fashion school grad, and the
pair plotted an escape route. When they hit their 3Os, they

302
 decided to quit the city and their high-flying jobs. "l believe
that a man's life is his work," says David, "and it was time
we started something that we were 1Og percent passionate
about. And that's what we have pursued ever since." They
sold all the unnecessary luxuries theyU accumulated, got
married, and moved back to Spain to start El Solitario.
Today, David and Valeria live in the Rias Baixas area of
rural Galicia. (All El Solitario motorcycles have a nameplate
with "Rias Baixas" proudly stamped on it.) Their house
is large enough to accommodate an extended family of
friends and conspirators, and a garage full of motorcycles-
including David's personal ride, a 1958 Harley-Davidson Duo
Glide. lt's a far cry from city !ife, and a big financial chatrg€,
too. "Since day one we've known that there's no money in
bikes. But we wanted to leave our mark in this small world,"
says David. "We're reinterpreting and creating the things we

"Since day one we've known that

there's no money in bikes. Butwe
wanted to leave our mark in fr?rs
small world. We're reinterpreting
and creating the things we want for
ourselves but can't find e/sewhere."
David Borras

want for ourselves but can't find elsewhere.n'

As well as the bikes, they create motorcycle clothing and
accessories: small runs of high-quality, beautifully styled
products that fit the El Solitario ethos of originality and au-
thenticity. There are leather motorcycle pants, bags, caps,
and even traditional ponchos. David is usually to be found
wearing a pair of off-white redline selvedge denim coveralls.
You can sense his passion for even the tiniest details.
The motorcycles are harder to describe. The craftsman-
ship is superb, but the approach is punk-irreverent creativ-
ity that stops the traffic. There are no easy reference points
to be found. "The goal is to create something different,
shocking even. We like to provoke the public-make them
feel uncomfortable, yet strangely fascinated too."

303 El Solitario
 '

l*.
1.7

---'
-.1*
The Winning Loser
Small-capacity machines like the Yamaha SR25O are the staple of the slick
Japanese Brat Style custom scene. Comparatively few workshops in the West
rebuild them, and certainly not to the radical extent El Solitario did for their Win-
ning Loser. The first motorcycle they built from scratch, it still has pride of place
in David Borras' Galician garage. Executed in 2O1A to perform in the f irst edi-
tion of the Metamorfosis Masiva, a Spanish garage builders' contest, it had to
follow two rules: to transform a Yamaha SR250 and to spend less than € 1,0OO
in parts. There was no limit on the amount of time to spend fabricating. Borras
and his crew worked over 500 hours, initially thinking of the bike as an exercise,
a design study, a motorcycle not meant to be ridden. They dropped the front
end of the high-riding stock SR25O by 4 inches, lowered the rear end by turn-
ing metric wrenches into struts, and dressed vintage bicycle handlebars with
Wilson perforated leather grips. Custom fabricated parts include the stainless-
steel fuel tank-fitted with a brass petcock and cap-plus the exhaust system
and a S0-tooth rear sprocket. There's no battery, with juice coming from a 68k
uF capacitor, and the kickstart is from a '1983 Yamaha XT25O. The headlight
and Smiths tachometer are vintage finds, the rear light is from an old Bultaco.
Paint was provided by the Spanish artist Raulowsky and the Londoner Nicolai
Sclater, aka Ornamental Conifer. Despite the limited fuel capacity of 3-liters, the
little Yamaha 250 gets ridden regularly now, and her makers assure us that she
performs gloriously.

Bike Name: The Winning Loser fUI Rebuild caps Tires/Wheels: 19" Avon Speedmaster and Chopper Dave cast alloy "cheat Approximate Work Hours: 5OO hours
Make: El Solitario Bike Category/Gene: Rat racer Motor: 1983 Yamaha XT25g kickstarter front tire; 16" Firestone Deluxe rear tire death" pegs Edition: Unique
Year of Rebuild:2@1O installed in order to simplify the layout Brakes: Stock Electrics/l nstru ments: S m iths Ta-
Frame Modifications: Frame was short- Exhaust: Custom exhaust pipe Hand Controls/Handlebars: Vintage chometer
tTI Donor ened and shaved Front Suspension/Fork: Front end bicycle handlebars on vintage flanders kint/Powder: Cowl insignias painted by
Manufacturer: Yamaha Bodywork: Custom iron seat; custom lowered by 4" risers are positioned upside down; Amal Raulowsky and Ornamental Conifer
Mode!: SR250 stainless license plate holder; custom Rear Suspension/Shocks: Metric box Throttle; Tommaselli levers Other Modifications: Battery removed;
Year of Build:'1985 2.5 gallon stainless fuel tanks with brass wrenches used as struts to lower rear Foot Controls: Rear-set foot controls 68,0OO microfarads capacitor for sparks

305 El Solitario
Trimotoro
velocity stacks. The exhaust is a modified vintage BMW system, and the elec- from Magura, with the levers and throttle coming from Kustom Tech. Dunlop
This Moto Guzzi V65, nicknamed Trimotoro, is the closest thing El Solitario has
trics were given a solid jolt with an AntiGravity lithium-ion battery, Ducati Corse K81 tires ride on aluminum Akront 3.5xl8-inch rims. According to its makers,
to a "shop bike." lt has been a long time in the making-around BOO hours, the
coils and a Silent Hektik regulator. The V65's forks have been lowered a little the bike started out as their biggest nightmare as they had to rework almost
builders calculate. Although they note that much of that time has involved rid-
(in VSO Monza triples) and Marzocchi shocks are fitted at the back, which also every part more than a couple of times, but turned out to become the house's
ing, fettling, and just plain enjoying the bike, El Solitario gave the Guzzi a com-
sports a Monza swingarm. The Nappa leather seat is strapped on with leather favorite motorcycle.
plete mechanical overhaul and rewire, and blueprinted the 650 cc air-cooled
motor. New Dell'Orto PHBH 30 mm carbs were f itted, and now breathe through belts. The grips are handmade from Shellac, the clip-ons solid aluminum items

t+l Rebuild Motor: Blueprinted Akront alloy rims regulator; AntiGravity lithium battery
Bike Name: Trimotoro
Exhaust: Straight pipes with BMW R50 Brakes: Stock Paint/Powder: Bare metal
Make: EI Solitario Bike Category/Gene: Cafe racer
mufflers Hand Controls/Handlebars: Kustom Other Modifications: Custom NaPPa
Year of Rebuild:2012
Front Suspension/Fork Lowered with Tech levers on Magura solid alloY leather seat tied with vintage leather
tTl Donor Frame Modifications: Frame stretched
new internals clip-ons straps
Manufacturer: Moto Guzzi and shaved; Monza triple trees and
Rear Suspension/Shocks: M arzocchi Foot Controls: Custom Approximate Work Hours: BOO hours
Model: V65 swingarm
Bodywork: Custom alloy fuel tank; seat; gas Electrics/l nstru ments: M otog ad get Edition: Unique
Year of Build: 1985
oil pan; and brackets Tires/Wheels: 2x Dunlop 3.5Ox18" on Chronoclassic; Silent Hektik coils and

307 El Solitario
Chupito
Chupito is based on a 1977 Ducati Road 350, a nimble single marketed un-
der the Ducati name but built by the short-lived Spanish company MotoTrans.
"Chupito was commissioned by one of our best friends," says Borras. "He is
a 3D artist and great tequila drinker. Hence the name, which means 'shot' in
Spanish."
Borras was briefed to build a small bike for the busy streets of Madrid. The
Ducati was stripped down and extensively powder coated, from the frame to
the rims. A rewire came next, followed by a new electronic ignition system and
a new Amal 930 carb. A custom stainless-steel exhaust was built, along with a
reinforced clutch to handle the extra power.
The frame is modified to take the suede solo seat and pillion pad, and the
scrambler bars are topped off with lovely retro grips made by Posh of Japan. A
modif ied tank and custom f ront fender complete the rook.

Bike Name: Chupito tTl Rebuild Motor: Ground up motor rebuild with Brakes: Rebuilt headlight and vintage Lucas rear light
Make: El Solitario Bike Category/Gene: Street tracker Amal 930 carburetor Hand Controls/Handlebars: Scrambler Paint/Powder: White powder-coated
Year of Rebuild:2012 Exhaust: Custom stai nless handlebar lowered and Virgin rubber frame and stock black paint on tank with
fTl Donor Frame Modifications: Shortened and Front Suspension/Fork: Lowered grips hand lettering by Ornamental Conifer
Manufacturer: Ducati shaved Rear Suspension/Shocks: RedWing Foot Controls:1980s Suzuki RM iron Other Modifications: Custom cowhide
Model: Road 350 Bodywork: Gas tank repositioned; shocks pegs leather seat and pillion pad
Year of Build: 1977 custom brackets and seat pan; Honda Tires/Wheels: Front: Fi restone Electrics/lnstruments: Electron c i Approximate Work Hours: 2OO hours
CB front fender used as rear 3.30 x 18"; rear: Firestone 4.00 x 18" ignition: battery ellminated; front unity Edition: Unique

308
 El Solitario bikes are created by a tight-knit team of
three: David, a mechanic, and a master metalworken The
.r- a '*fl I+t
,t"
|L

workshop is anarchic and disorganized, but from the chaos {,

G.e
t e
f,'". t
comes beauty. The donor bike is wheeled in, and stripped
down to the f rame and engine. Time is allowed to pass, in
the Spanish way, "until one day, a light turns on," as David
puts it.
When inspiration strikes, work begins in earnest. He
searches for the perfect stance, trying different setups until
the finished bike starts to appear. Shaping the metal takes
up a lot of time:

An El Solitario machine invariably

has completely new bodywork E&-..-r:-' -. :

from nose to tail. lt's also likely to
be an unexpected mix of styles
and components, with two or
even three headlights, and hand-
lettered graphics from the likes
of artists such as Ornamental
Conifer or Corpses from Hell.
You can also expect odd touches such as an outboard
fuel tank where you might expect to find a pannier (Petardo),
or old-school fishtail pipes (Trirnotoro).
It's a radically original approach to construction, and
news of El Solitario's work has spread far and wide. Origi-
nally the darlings of the internet, they've now been covered
in the more conservative motorcycle print media, with
features in Cycle World in the United States and Moto Navi
in Japan,
Opinions are inevitably polarized. For every person who
loves the bikes, there is another who is vocal in their dis-
like. But there's one aspect no one can doubt: David Borras
and his crew have made a huge impact in a very short
time, (CH)

h wtIU IIE ruc[

;llttU g
n

a>

l1

309 El Solitario
Ellaspede
Honda CT11O Postie
It didn't look like much of a business plan when industrial designers Steve
Barry and Leo Yip chucked perfectly good jobs to open their own little bike
shop in Brisbane's West End, Australia. Three years later Ellaspede is thriving,
a combination custom shop, repair facility, accessories outlet, clothing store,
and coffee shop.
Not your usual choice for customization, but Ellaspede was up for the chal-
lenge. First task was to fill in the empty space between the seat and the handle-
Among a growing list of custom builds is this unlikely device, a modif ied 1998 bars with a conventional fuel tank. A bobbed rear fender-actually a continua-
Honda CT11O, purchased after years of delivering mail for the Australian postal tion of the pressed-steel frame-plus a set of alloy rims, two-tone gray paint,
service, hence its "Postie" nickname. Starting in 1966 with the CT9O and con- and about 1OO hours of labor late[ the Postie was pronounced done. (DEl
tinuing to this day with the 11O, Honda has produced about a zillion of these
thrifty step-throughs, a favorite of hunters, prospectors, and, of course, rural
mail carriers.

Bike Name: Honda CTl1A Postie [TJ Rebuild
Make: Ellaspede Bike Category/Gene: Street special
Year of Rebuild:.2A11
Frame Modifications: Frame stripped;
fII Donor the rear guard shortened
Manufacturer: Honda Bodywork: Frame brace fabricated for
Model: CT1lO the donor fuel tank; relocated ignition
Year of Build: 1998 key and new seat
Motor: Motor rebuilt, painted and
pol ished; carbu retor rejetted
Exhaust: Custom from an XR6OO
header pipe and a semi-baffled muffler
Front Suspension/Fork: Refurbished
original
Rear Suspension/Shocks: Refurbished
original
Tires/Wheels: Rims are aluminum 1B
x 1.6" and 17 x 2J5", re-laced onto the
original drum braked hubs
Brakes: Standard rebuild
Hand Controls/Handlebars: The han-
dle-bars are from a girls town bicycle;
grips are Posh items
Foot Controls: Standard
Electrics/lnstruments: The origi nal
gauge was lowered and switch blocks
were refurbished and polished
Paint/Powder: Undercoat gray and me-
dium gray with a clear overcoat; some
red hints match the seat piping
Parts: Posh taillight Edition: Unique
Other Modifications: A bottom mount Retail price: AU$ZOOO
Bates-style headlight was mounted to
the lower tree and the original speedo
was cleaned and mounted lower; Posh
taillight and (unknown) indicators are
used; toolbox from a C8350 fills the
space where the original airbox used
to be
Approximate Work Hours:-lOO hours

310
 A customer brought the rough roller into the shop for a complete makeover. freshening but it already had some tasty components, namely a Routt 758 cc
Atom Bomb Motorcycles "The goal was to create the ultimate Triumph street-tracke[" says company
boss Clay Rathburn. "Every component was hand-built or highly modified to
big-bore kit, Harmon cams, steel H-beam connecting rods, a lightened-and-
balanced crankshaft, and a five-speed conversion.
*lt was a full-tilt race motot,"

Trackmaster meet that goal." says Rathburn.

Rathburn replicated the original Trackmaster fiberglass fuel tank in alumi-
Starting point was a jewel, a genuine Trackmaster racing frame, strong,
ldealty, a street-tracker should be mostly "track'with just enough "street" to lightweight, and with its rear downtube serving as the oil tank. lt needed to be num, and added his own take on an alloy dirt-track tailsection. Look closely and
sneak past department of motor vehicles regulations. On that count, Atom re-nickeled, and because the original swingarm was a little weedy, Rathburn you can just about see the taillight hidden underneath, honest ...(DEI

Bom b's Trackmaster Tri u m ph certa i n ly q ua if ies.

I fabbed his own meatier unit out of aluminum. The 1967-model engine needed

Bike Name: Trackmaster
Make: Atom Bomb Motorcycles
Greator: Clay Rathburn
IUI Donor
Manufacturer: Tri u m ph/Trackmaster
Model: Triumph Bonneville 1967 engine
tUI Rebuitd
Bike Category/Gene: Street tracker
Year of Rebuild:2812
Frame Modifications: Trackmaster
frame is unmodified
Bodywork Custom fabricated aluminum
Motor: Triumph-Bonneville
Exhaust: Custom fabricated stainless-
steel
Front Suspension/Fork: Showa fork
from Buell M2
Rear Suspension/Shocks: Custom
shocks by Works Performance
Tires/Wheels: Custom hubs with Excel
rims; Goodyea r DT?tires
Brakes: Front brake: Ducati, Triumph;
rear brake: Ducati, Wilwood
Hand Controls/Handlebars: Custom
bars by Atom Bomb, hand controls from
vintage dirt bike
Foot Controls: Custom
PainUPowder: Lettering by Sonny Nay-
lor; plating by Hanlon Plating
Approximate Work Hours: 5OO hours
Edition: Unique
Retail price: $2'1,000

311
Deus Ex Machina A good example is Le Gicleur Noir; French for The Black Jet, though in this
case the title refers not to aviation but to the all-important nozzle found in
to make it "see-through." This was accomplished by eliminating the stock air-
box and fitting the twin carbs with classic pancake-style air cleaners. Then the
espresso machines-fitting, as Deus shops also have coffee bars on premises. battery was relocated to a position belowthe swingarm pivot and the rest of the
Le Gicleur Noir Foreign nickname aside, it's a 2OAB Kawasaki W650 stripped down to its base electrics were re-routed. The whole bike was lowered with shorter fork springs
components then built back as an all-black bob-job that wouldn't look out of and custom lkon shocks.
When you're one of the leading lights in a f ield, you get to coin your own terminolo- place in 1950s America with Marlon Brando aboard. "Low and with elegant A bobber requires minimalistic bodywork, so up on the shelf went the Ka-
gy. So whenthe prolific bike-builders at Deus Ex Machina started bobbing swing- menace," is how Deus describes the build. wasaki's stock gas tank and fenders. The former was replaced with a smaller
arm-equipped models, it made sense to call the finished products "Swingbobs." A key element of that look was to open up the middle of the frame, in essence Yamaha SR5O0 tank, while the latter got the heave-ho in favor of short, nar-
row steel blades that meet the legal definition of fenders, but only just. When
it came time for paint, like Henry Ford's original Tin Lizzy, any color was on the
Bike Name: Le Gicleur Noir Year of Rebuild:2A12 into a Foran reverse cone muffler; black Hand Controls/Handlebars: Custom table as long as it was black. ln this case, triple black, as Le Gicleur's various
Make: Deus Ex Machina Frame Modifications: Complete strip of ceramic coating clip-on bars components were either painted or powder-coated in gloss, satin, or matte
the chassis.;fabrication for seat, tank, Front Suspension/Fork Lowered with Foot Controls: Standard black. That includes the ceramlc-coated 2-1 exhaust system, more 197Os than
tUI Donor exhaust, and battery box progressive springs Electrics/lnstruments: Custom elec- 195Os, true, but it works here.
Manufacturer: Kawasa ki Bodywork: Custom fit of Yamaha SR4AO Rear Suspension/Shocks: lkon custom tronic speedo Authentic period touches include the Coker diamond tread pattern tires,
Model: W65O tank; custom fenders, mirrors, Nitro- units FainUPowder: Custom paint and powder cloth-covered sparkplug leads and a final bit of "Noirness," the winged-skull
Year of Build: 2OOB Heads seat TiresAftlheels: Standard hubs laced with coat throughout logo painted on the gas tank. (DE)
Motor: Standard airbox eliminator; bat- stainless spokes; powder-coated rims Approximate Work Hours: 2-3 months
tTl Rebuild tery relocation and hubs Edition: Unique
Bike Category/Gene: Swingbob Exhaust Custom 2-'l header leading Brakes: Braided line

312
 q

313
lndqof
Bullders,
ompanles,
and
Photographers
316
 Champions Moto pp. 158 -159 DP Gustoms
Canada Moon Rocket United States
www.cham oionsmoto.com Photography: Mike Chase, vnnrw.d o cu sto m cyc I es,co m
www. m i kechasephoto.com
p.75 p. 65
Brighton Beach Cruiser

pp. 78 - 79 Colorado Norton Works pp. 62 - 63

SO-CAL Miler United States D2 "Defensor" lronhead
www.co o rad o n o rto nwo rks.co m
I

pp.76 -77 pp. 6o - 61

Streef Master p.74 Del Rey
CNW Limited Edition Cafe
All images: Courtesy of Champions Photography: Colorado Norton Works p. 148
Moto Grabber Blue Cafe

Ad Hoc Cafe Racers Blitz Motorcycles Deus Ex Machina pp.7O -Tt

Spain France Crowe Metal Co. Motorcycles Pty Ltd. Mele
www.ad hoccaferacers. b o g s pot. I www. b ! itz- m oto rcycles.co m Chicara Nagata James Crowe Australia
com.es Japan Canada deuscustoms.com pp. 68 - 69
pp. 128 -129 www.chicara.com www.crowemetalco.com Naked Cafe
pp. 26 -27 The Greaf Escape pp.22-23
Moto Morini 350 Ad Hoc #1 Photography: Fabrice Berry p.294 p.5 Cherry Cafe Racer pp. 66 - 67
Photography: Sebas Romero Chicara Art 2 Portrait of lames Crowe Sfee/ Cafe
Photography: Benji Wagner pp. 312 - 313
p. 295 Le Gicleur Noir p. 64
Chicara Art 3 pp. 119-113 Top Fuel ll
Andy Copeland Camper Specia/ p. 17l
Australia pp.292-293 Photography: Studio shots by Jon The Elegant Mongrel All images: Jed Strahm,
a ndycopela nd. blogspot.com.a u Chicara Art 4 Humphries; Bare Metal Studio shots unvw.strahmphoto.com
by Scott Thomason; making of p.17O
pp. 22a -221 All images: Tsuneyuki Yamashita pictures by lames Crowe The Flug
Express Posf
Photography: Chris Pierce, Dimen- Special thanks to lppodo Gallery NY pp. 114-115 pp.24-25
sion Studios (dark background) and www.ippodogallery.com The Natural The Grievous Angel
Alvin Wong (white background) Photography: Scott Thomason
pp. 16 -17
pp.116 -117 The Moto Grigio
Classified Moto XR6OO Expedition
Arie VanSchyndel United States Photography: James Crowe pp.20 -21
United States www.classif ied moto.com The Moulin Rouge

pp.142-145 Cafe Racer Dreams pp. 19O -191 pp. 146 -147
5OO Triumph Spain CMIBS-Tiny Moto Custom-Wolf The Mouse Trap
Photography: Dirk Behlau, www.caf erdcerd rea ms.co m.es Germany
unryw.pixeleye.de pp. 185 - 186 www.custom-wolf.de pp.Z 18-19
pp. 88 - 89 XS65O-Yamazuki Ihe Sacred Cow
CRD #1 Bold'Or pp.282-283
Photography: Kristina Fender, pp. 8, 187-189 Laverau All images: Courtesy of Deus Ex Ehinger Kraftrad
Atom Bomb Motorcycles www. meka n ka6.blogspot.de
i X1/920-Original Photography: Frank Sander, Machina Germany
United States Thundermedia www.eh n gerkraftrad.co m
i

www.atom bombcustom.com pp.84-85 All images: Adam Ewing,

CRD #5 Ciclope www.adamewing.com pp. 164 -167
pp. 1O8 -109 Photography: Rafa Gallar Deus Ex Machina Snowracer
RVA Overland Cyclops Motocycle lndonesia Photography: Courtesy of Ehinger
pp. 81 - 83 Japan www. i d.d euscu sto ms.co m Kraftrad
p. 311 CRD #14 The Challenge Christian Klein www.ishigaki-mfg.com
Trackmaster Photography: Rafa Gallar Germany pp. 13 - 14
p.18O S90 Cafe
All images: Anthony Hall, p. 86 pp. 192 - 193 BSA A7 Plate Armor Photography: Anthony Dodds El Solitario
vyww.a nt honyha I I ph oto.co m CRD #19 Apolo Ducati Photography: MITSU Spain
Photography: Rafa Gallar Photography: Volker Rost, www.elsol ita riomc.com
Custombike Magazin p. 181
p.87 YAMAHA SR4OO Shoofing Sfar Dirk Behlau Photography pp.299-3o3
CRD #21The Sfroke Photography: TAKA Germany Baula
Photography: Cafe Racer Dreams www.pixeleye.de
Cole Foster pp.3O8-3O9
p. 80 Salinas Boys Customs pp. 3, 156 -152 169 -16't, 172-177, Chupito
Portrait United States 228-229
Photog raphy: Cesar Serrano www.salinasboys.com pp.154-155
Ducati Petardo
pp. 156 -157,160 -161
Moods and portraits pp.3O4-3O5
Photography: Dirk Behlau, The Winning Loser
www.pixeleye.de

317 A-E
pp. 346 -3O7 ICON Motosports pp. 28,31 Mule Motorcycles
Trimotoro United States La Corona OO3 Canada
www.rideicon.com www. m u lemotorcycles. net
All images: Kristina Fender, All images: Felix Romero
www. meka n i ka6. bl oo spot.de pp. 198 -199 p. 56
Dromedarii Web Surfer Two
Photography: ICON Motosports Photography: David Edwards

Ellaspede p.2@1
Australia Low Down & Shiffi
www.ellaspede.com Photography: Mike Leven

p.319 p.2aA
Honda CnlO Postie Speed Cretin
Photography: Ellaspede Photography: ICON Motosports

HardNine Ghoppers pp.2a2-243 Kaffeemaschine

Switzerland QuarterMasfer Germany
www. hard n i nechoppers.com Photography: ICON Motosports www.kaffee-masch i ne. net

pp. 168 -169 pp.222-224

D'MX Maschine 6
Photography: Laurent Bagnard Machine Moto
pp.225-227 Australia
Maschine I www. mach i neshed. blogspot.de
Officine RossoRrro
Hawgholic Motorcycles All images: Axel Budde p.57 Italy
Japan Guzzi Mark Le Mans
1 www.off ici nerossopu ro. it
www.hawgholic.com Photography: Kelly Sturgis and Matt
Machine p.211
pp.7,32-33 Kim Scholer TTre
1945FL Sfoned Yellow The Oilcave Photography: Filippo Barbacane
Photography: Taijun Hiramoto Denmark
Farmer's Racer Maria Riding Company
l-ars Gustavsson pp.242-245 Portugal
Sweden The Bobber www. ma ria- rid i n gco m pa ny.com
www.farm Herzbube Motorcycles Photography: .leppe Sorensen
Germany Jamesville pp. 258 - 259
pp. 118 -121 www. herzbu be- motorcycles.d e Denmark Italian Sniper
Ratatoskr www.customsf romja mesvi e.
I I Photography: Luis Correia
Photography: l-ars Gustavsson pp. 24o - 241 blogspot.de Kristina Fender Photography
Bonneville Racer Spain
Photography: Sebastian Skiba pp. 15O -'t51 www. meka n i ka6. bl og spot.d e
12OO U Flathead Medaza Cycles
Flying Hermans Photography: James Roper-Caldbeck pp.2,4,6,1O -11, 36 -37,1OO-1O7, lreland
-t63
Belgium and Thomas Skou 162 - , 238 - 239, 256 - 257, www.medaza.com
www.truebi kerspi rit.com 296 - 309
pp. 9O - 93
p.21O Rondine
Hermanus Volante JvB-Moto Photography: Onno Wieringa, cour-
Photography: S6bastien for fBS Germany tesy of www.amdchampionship.com Raccia Motorcycles
www.jvb-moto.com United States
www. racci a moto rcycl es.co m
pp. 58 - 59
Fuel Bespoke Motorcycles Ducati funtah Motor Rock p.72
Spain Photography: Courtesy of JvB-Moto lapan Honda CB55O
www.f u e Im otorcyc es.e u I wwwmotorrock.net Photography: Gustavo Penna

pp. 5, 122-123 pp. 236 -237 p.73

BMW R9O S Trial Kawasaki ZSOLTD Custom TR6
Photog raphy: Claudio Rizzolo Photography: Brendie Bandara
lan Barry pp.234-235
pp.2@4-2@5 Falcon Motorcycle Suzuki GN125 Custom
Fuel mAO Tracker United States
Photography: Pere Ferrer www.ianbarrv.com pp.23O -233 Raven MotoOycles
l-a Corona Motorcycles Yamaha SR4OO Custom United States
pp. 5O - 51 Spain www.raven-moto.com
The Bullet www. I acorona moto rcyc es. bl ogspot.
I All images: Yutaka Sato
com pp. 178 -179
pp. 52 - 53 Raven
The Kestrel pp.28-29 Photography: Frank Bott,
La Corona OOl wwur.frankjbott.com
pp. 54- 55
The Black pp.28, 3O
La Corona OO2
All images: Noah Schutz

318
 Skuddesign Urban Motor pp. 138 -13e
Renard Motorcycles
France Germany Club Black #3
Estonia
wrlw.skuddesign.fr www.urban-motor.de Photography: Courtesy of
www. ren a rd motorcyc es.comI

Wrenchmonkees
pp. 289 -281 pp.8, 9,124-127 pp.Z 48-49
W65O Homemade Scra mbler Earl Grey pp. 133 -134
Renard Ferus
Photography: Gdtz G6ppert Photography: Stephan H. Schneider Monkee #11, Gorilla Punch
Photography: .larek JOepera (p. 284)
Photography: Courtesy of
Kalle Veesaar (p. 281)
Wrenchmonkees

Southsiders MC pp.131 -132

France Monkee #55, Monkeefist
Rodney Aguiar
www.souths ders- mc. bl og s pot.d e Photography: Courtesy of
United States i

m Wrenchmonkees
www. proBu ls ion la b.co
pp. 285 -287
The CP Project pp. 13O,133,136
pp. 8, 194-195
Sam Christmas Photography Photography: Benoit Guerry The Factory MetalWorks Workshop and crew pictures
Revelation
United Kingdom Studio ZE United States Photography: Tuala,
Photography: Cameron Brewer
k wwwl hef acto rym eta lwo rks.co m rnnnrw.tuala.com
www.sa mch ri stmas.co. u
pp.284,288-291
pp. 314- 315 The lmpossib/e Proiect pp. 152 -153
Roland Sands Design Lifestyle series Photography: Benoit Guerry "MQQN" Machine
United States Guerry & Prat lmages Photography: Fran Kuhn
www.rolandsands.com pp.212-2I9
N atu ral H abitats series
pp.276-279 Walt Siegl Motorcycles
BMW Concept Ninety Speed Shop Design Thrive Motorcycle United States
Photography: Courtesy of BMW Christopher Flechtner lndonesia www.waltsiegl.com
SE Service United States www.th rivemotorcycle.com
Stellan Egeland www.speeds opdesi g n. b log spot.de p. 45
pp.27@ -275 h

Technics Sportster Sweden pp. 268 - 269 FX Roadster

Photography: Joe Hitzelberger htt p ://www. ses e ru i ce. se pp. 34 - 35 TOO3 K6ku Photography: Michael Rubenstein
Beezerker Photography: Putra Agung of Thrive
pp.264-267 Photography: Ron Martinsen, Motorcycle p.42
Harrier wwwronmartinsen.com Leggero Nr.4
Rough Crafts Photography: Horst Roesle[ courtesy Photography: Dino Petrocelli
Winston Yeh of www.a mdcha mpionsh ip.com
Taiwan Thunderbike p.4i!
www.roughcrafts.com pp. 26o -263 Sportsman Flyer Germany Riviera Ducafi SS
The Slugger United States www.thunderbike.de Photography: lason Brownrigg
pp. 1O4-1O5 Photography: Onno Wieringa www.s po rts m a nf lye r.co m
pp.172-177 pp. 39 -41
Brass Racer
Photography: Winston Yeh pp.9,2O6-2O9 FainT7ess Sordillo Salt Flat
Bonneville Flyer #1 Photography: Dirk Behlau, Photography: David Ferrua
pp.1oo -1O2 Shinya Kimura Photography: Keith Berr Photos wwwpixeleye.de
lron Guerilla Chabott Engineering p.47
Photography: Winston Yeh Japan The Four Speed
www.cha bottengi neeri n g.com Photography: Colleen Swartz
pp.96-97 Sundance
Shadow Rocket pp.254-255 lapan p.46
Photography: Bobby Ho 1915 lndian www.sundance.cojp Van's Shove/
Photography: Michael Lichtef Photography: Colleen Swartz
pp. 98 - 99 www.lichterphoto.com pp. 94 - 95
The Bomb Runner Super XRH|3OO p.4
Photography: Winston Yeh pp.247 -249 Photography: Courtesy of Hard Core Sport C/assic
trVS

1974 DucatiTSAGT Chopper magazine Photography: Eric Ahlquist

p. 1O3 Photography: Michael Lichte[
Zero Crafter www.lichterphoto.com pp.14O -141
Photography: Winston Yeh Wild Olive
pp.252- 253 Photography: Fumiharu Kanazawa Wrenchmonkees
Fireball for Vibes magazine Denmark
Photography: Paul d'Orl6ans, www.wrench mon kees.com
www.mototintype.com
Untitled Motorcycles p.135
pp.250. -251 United Kingdom Club Black #1
Neptune Knucklehead www. u ntitled motorcycles.co m Photography: Courtesy of
Photography: Michael Lichter, Wrenchmonkees
www.lichterphoto.com p.149
UM-2 Scrambler p.137
p.246 Photography: Damian McFadden Club Black #2
Portrait of Shinya Kimura Photography: Courtesy of
Photography: Michael Lichter, Wrenchmonkees
www.lichterphoto.com

319 E-W
The Ride
New Custom Motorcycles and Their Builders
Edited by Chris Hunter (BikeEXlH and Robert Klanten (Gestalten)
Bibliographic information published by the Deutsche Nationalbibtiothek.
The Deutsche Nationalbibliothek lists this publication in the Deutsche
Nationalbibliografie; detailed bibliographic data are available online at
http://dnb.d-nb.de.

lntroduction and builder profiles by Chris Hunter (GH), None of the content in this book was published in exchange for payment by
builder and bike profiles and bike glossary by lraul d'Orl6ans (pdO), commercial parties or designers; Gestalten selected all included work based
bike profiles by David Edwards (DEl and Gary lnman (GI) solely on its artistic merit.

This book was conceived, co-edited, and designed by Gestalten in Berlin. This book was printed on paper certified by the FSC@.

Cover and layout by Floyd E. Schulze

MIX
Creative direction by Robert Klanten Paper from
re*ponsible aouroas
FSC
ffi-fsc.org FSCq C0',11712

Iypolece by Sul.ae BP lnt'l by Svriss Typefac.s

Cover photograplBr Dy Mlke Chrso
Fatch d$lgn rorcdloctorb editon !y Corps€s From
Sp€cial thanb to Ktl3tlm FsndEr
coll6ctorb €dltloo and art prints avellable
Proofteadlng by l?anspeBnt languago
Additoml tact-checking by Paul d'Ofl6sn6
Hell Gestalt€n |3 a climoie_n€otElcomp€ry.llb collaborato with the non_
pIoit carbon offsot plu,td.r myctimate (w{ .myclmataoE) to neutra zo
www,g€stalten.com tho compenyb carton loosdnt produc€d through our woddurlde
bu3lne3s activiti€a B hv66tlng in prolecis that Educs @, emb3lons
Solutions Frvw{€6tetten.om/mydtmats).

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Publbhed by edelten, Bedln 2Sl3
ISBN 9U-3-a9955-491-5 , Spociatrh.nks
@ Dis G$talt.n \rerleg cmbH & Co. KG, B€rlin 2Ol3
All rishts Es.rued.I{o partorlhls publlcation may b. reprcducsd FOf thg bUildefS WhO have lgsulfected
or tranamlttod ln eny torm or !y arry m€enq electronlc oi mochanicat,
incrudrns photocopyor.rrystoras.and r€rrreysrry3tem, wirhout thg soul in thg machine.
p€rml3alon ln fiiting lrom th€ publlshor.

Respect copyrtshts, encourase c|Eafiv,Ad And for Kathyt Alex, Maddy, and Tom.
There'll alwayS be Space On the pillion
mdesar€ry! for you.
For mo|E lnfomatlon, ple53e ylslt www.gestaltanaofir. Chds Hunler

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