It’s become common practice for major OEMs to launch new bikes by showing off custom versions of them. And we’re here for it—especially when those companies pick the right workshops, and the results turn out this good.

You’re looking at a custom TVS Ronin—a brand new 225 cc modern retro, customized to great effect by our friends Smoked Garage in Indonesia. If you don’t know the TVS Motor Company, you really should. They’re India’s third-largest manufacturer, sell three million units a year and own Norton.

To celebrate the release of the Ronin, they handed four bikes over to some of the world’s best custom shops. Smoked made the cut—and responded with a custom beach scrambler as sharp as a katana.

The Ronin is best describes as an accessible single-cylinder retro-styled standard. It looks charming as heck out of the box, but also comes loaded with modern amenities like ABS, rider modes and Bluetooth connectivity. And, as Smoked has shown, it’s got potential for customization too.

Taking inspiration from the Ronin’s designation, Smoked designed the bike as a homage to Miyamoto Musashi. Born in 1584, Musashi was a writer, philosopher and rōnin; a samurai without a master. He is widely considered a kensei; a swordsman of legendary skill, directly translated as ‘sword saint.’

The bottom half of Smoked’s custom Ronin is typical fat-tire beach cruiser fare. The bike’s stock 17” wheels were swapped for a 120-wide 18” front hoop, and a chunky 180-wide 14” rear. But the conversion was far from plug-and-play.

Enamored with the Ronin’s stock frame, Smoked figured that a rework of the front forks and a swingarm stretch would do the trick. So they simply lowered the original front forks a bit to perfect the bike’s stance.

The rear end was a more tedious affair. First, the crew fabricated an extended swingarm with enough space for the fat rear tire. But they soon realized that the new setup was clashing with the OEM mono-shock arrangement.

After much back-and-forth, Smoked figured that a horizontal suspension system would do the trick, with the added side-effect of being almost invisible. Neither the front nor rear suspension tweaks were guesstimates either; Smoked put both to the test to make sure that the bike would still handle well.

Smoked turned their attention to the bodywork next, and it’s here that the samurai parallels became a priority.

Similar to how samurai carry two swords, the fuel tank cover and front air ducts were shaped to look like two blades cutting through the air. The curved blade of a katana, and its tapered tip, informed the silhouette of the custom tail section.

Rounding out the bodywork is a full set of carbon fiber wheel covers. Smoked added them to reduce the amount of drag coming off the wheels—though they did leave gaps on the front covers, to minimize the effect of crosswinds during highway riding.

With most of the big stuff ticked off, all that was left to do was sort out the finer details—like the lighting. The team bounced around a bunch of headlight ideas, but in the end, actually circled back to using the original TVS headlight. A custom stone guard was built, with a ‘T’ design that matches the daytime running light on the OEM unit.

Smoked also wanted to install a pair of LED fog lights lower down, which in turn prompted them to build a pair of fork guards. The TVS Ronin’s original speedo and switches are still in play; since they include everything the rider needs to pair their smartphone and switch rider modes, Smoked deemed it wise to leave them alone. They did move the speedo to the side of the bike though, to clean up the cockpit.

The final piece of the puzzle was the exhaust. Smoked started by building a short, low-slung exhaust—but it ended up messing with the bike’s sleek aesthetic. So they built a bash plate that would not only hide the exhaust, but also protect the engine from wayward stones.

Opting for a raw aluminum finish to emphasize the contours of the tank cover, Smoked finished the rest of the bike in black, with a handful of gold accents riffing off the front forks. The effect is striking—this custom Ronin is minimalist, sharp, and somehow serious and playful at the same time.

Finally, Smoked rolled the bike off the bench, out of the workshop, and into the surrounding roads, beaches and jungles. They’re happy to report that the bike is a total hoot to ride, no matter the terrain.

Smoked Garage | Facebook | Instagram | TVS Ronin

“All motorcycles are adventure bikes,” the intro of Biltwell’s Operation Numbnuts blog reads, and it takes no more than a second to get the innuendo. Photos of mud-covered Pans and Shovels, juxtaposed perfectly with Harley’s new Pan Pam ADV bikes, immediately spells out the message.

It takes more than a few loose screws to do what these guys did, covering 4,000 miles across Alaska, Yukon and British Columbia, with nothing more than camping gear and a military surplus chase vehicle. But if it wasn’t a bit nutty, would it really be an adventure?

The whole endeavor was several years in the making, and almost didn’t happen at all, due to COVID lockdowns and technical difficulties with Biltwell’s demilitarized LMTV chase rig. Not to mention the effort required to prepare five vintage HDs and spare parts for the excursion, including two Panheads and three Shovels — some of which are full-fledged choppers.

With a fleet of six well-used Harley Pan Am press bikes added to the equation, the crew set off from Washington to Whittier, Alaska, as prepared as could be for at least 20 days in the elements.

Prudhoe Bay was the ultimate destination, and the route would take them through Anchorage, Denali and desolate Coldfoot on their way to Alaska’s northern coast. Covering something like 200 miles a day, the crew would then turn back south, traveling through Yukon and British Columbia before returning to Washington.

Harleys in the Arctic Circle, who does this? The amount of mischief and mechanical hiccups encountered along the way left nothing to be desired, with everything from mud and rain, to bears, broken transmissions and oil leaks.

To get properly immersed in experience, you need to check out Biltwell’s blog and photography, and I’ll file the part about running the Dalton Highway under mandatory reading. The route is one of the most isolated stretches of “road” you’ll find anywhere, and is mostly gravel. And these guys ran it on vintage Harleys — in the rain!

Great motorcycle adventure odysseys are few, but like the first viewing of 21 Days Under the Sky, Biltwell’s Operation Numbnuts will inspire you to get out into the unknown on two wheels. It’s impossible to summarize the soul-altering journey in the saddle from my desk chair, so take it from the Bilwell crew themselves in their blog. [Biltwell]

Elbert Hubbard said “If you don’t wish to be criticized, say nothing, do nothing, be nothing.” For Vitaly Selyukov, owner of Balamutti Workshop, this came as more of a challenge than anything else; say something, do something, be something, and welcome the inevitable criticism that comes with it.

And if you know criticism is coming anyway, why play by anyone else’s rules? You might as well go as weird and as wild as you want. Like, say, building a custom BMX-style motorcycle with a Ducati Pantah engine.

This wild Ducati/BMX hybrid took Balamutti over three years to complete. A complex mish-mash of Ducati parts, handmade, and repurposed components, it will have even the most storied custom-bike experts scratching their heads. But there is method to Vitaly’s madness.

He claims the bike is actually the perfect bike for a “relaxing ride,” with its light weight and what he calls an “unobtrusive appearance.”

The build is named ‘Malavita’ (Italian for ‘Underworld’), and is based entirely around what was once a Ducati Pantah engine. ‘Was once,’ because this power plant has gone through a rather extreme transformation. The vertical cylinder was removed, and the remaining cylinder was over-bored, converting the L-twin to a 426 cc single.

The six-speed transmission was converted to a dry five-speed with an automatic clutch as well, using the input shaft from a Monster 600 and the output shaft off of a Hypermotard 1100. Lastly, an oil cooler was mounted to the front of the engine to help maintain a low running temp.

The welded trapezoidal frame is inspired by BMX bikes, with the engine hung on a couple of small mounts on the main frame. The one-sided dual-fork setup is arguably the most staggering design detail on Malavita. It was designed and fabricated in-house using Marzocchi components, while carbon brake parts were used to save weight.

Out back, a single-sided swingarm was borrowed from a Hypermotard 1100, and hooked up to a Penske mono-shock. The handlebars were made in-house, and the bicycle seat was taken from a roughly 70-year old pedal bike, completing the minimalist BMX aesthetic.

The front wheel is spoked, laced up by Balamutti, while the rear was taken from a Ducati 916 and fitted with Pirelli MT60 rubber. Finally, the frame, wheels, and small details were painted this unique fresh shade of green.

Malavita was clearly one builder’s vision, and as one builder’s vision, that builder can do whatever he wants with it—even if that means turning the whole bike into a rolling Scotch dispenser. No, the filler cap toward the front of the bike, and the fuel tap below the seat, are not for gas. They’re for fine Scottish malt—Vitaly’s favorite.

Fuel is actually held in a custom-made 7 liter tank, hidden inside the boxy dual-exit muffler that’s tucked under the bike. The Lithium-ion battery sits in there too, but don’t worry—the muffler’s a fake. Look closely, and you’ll see the actual exhaust exiting just in front of it.

When making something for yourself, criticism doesn’t really matter. You want to make a weirdo super-light, ultra-quick BMX motorcycle? Do it. Want it to spew Scotch? Why not.

This is exactly the sort of fun-fueled absurdity we love, and we hope it inspires more builders to take the leap and just build whatever they want—critics be damned!

Balamutti | Instagram | Images by Ostrovsky Roman

The Ducati Communication System V3 is an innovative intercom technology designed specifically for motorcyclists by Cardo. It offers Dynamic Mesh Communication (DMC) connectivity that ensures stable performance and allows for connection to up to 15 riders within a 1 mile (1.6 km) radius.

The V3 intercom is designed for rider comfort and practicality from the ground up, with an antenna-free, streamlined silhouette that is aerodynamic and reduces noise. The magnetic helmet mount attachment simplifies installation and a 13 hour battery life makes it practical for long rides. A full re-charge takes less than 2 hours.

The V3 by Cardo also features Bluetooth connectivity and voice command functions that allow riders to manage functions easily, switching between intercom and phone automatically. Additionally, Cardo’s proven Mesh connectivity enables the device to leave and rejoin the group automatically, without complicated re-pairing procedures.

The Ducati Communication System V3 by Cardo is available at Ducati dealerships and Shop.Ducati.com.

“Fender and Firestone police, here I come,” Winston Yeh quips, as we discuss the latest custom motorcycle to roll out of the house of Rough Crafts. Based on a 2020 Harley-Davidson Fat Bob 107, it’s a stripped-down, low-slung bobber, swathed in typical Rough Crafts finishes. And yes, it has no front fender and it wears sawtooth treads (although they’re from Duro, not Firestone).

Winston’s fully aware that his stylistic choices might irk some of our readers, but he’s unfazed. This is a special build for him; a throwback to his earlier work, and the realization of an idea that’s been marinating in his mind for the better part of a decade.

This custom Fat Bob traces its roots back to ‘Graphite Speedster’—a Harley Softail that bagged Rough Crafts a fourth place finish in the freestyle class at the AMD World Championships, back in 2014. “The bike was toured around the world and got numerous awards at different shows,” Winston tells us.

“It was well-loved, and I had many requests to build another. But due to the nature of the ‘freestyle’ class, it had an experimental billet top frame with built-in suspension, dual front heads, dual FCR carbs and more. All of those unconventional parts make it a difficult bike to maintain for your average customer.”

“I’ve been thinking about making a more ‘user friendly’ version of it for years, since I loved those lines so much. So when a customer came in with a love of our bobbers, but with an open brief, I immediately knew it was my chance to make it happen.”

One of Winston’s favorite things about Harley’s newer Milwaukee-Eight Softail, is how well its frame suits traditional bobber styling. Once this one had shed its bodywork and bolt-on rear fender struts, the build was already off to a stellar start. Winston kept the stock swingarm, but upgraded the rear shock with a new unit from Progressive Suspension.

The front-end was a different story altogether. “I’ve always liked springer forks,” Winston says, “but the old ones ride like shit; all spring and no damper.”

To solve this problem, he reached out to long-time Rough Crafts supporter, Rebuffini. “They’re such an amazing company,” he adds. “They have a full billet springer fork that looks super retro, but includes two custom-ordered Öhlins shocks. It rides super smooth—like any modern bike.”

The wheels are from Roland Sands Design, measuring 4.25×18” at the front, and 5.00×16” at the rear. Take a closer look, and you’ll spot Beringer’s absolutely bonkers Aerotec 4D braking system at both ends. With this setup, each caliper grips two discs—so this Harley is stopped by no less than six brake discs.

Beringer is another long-time Rough Crafts supporter, which is why the brake calipers are adorned with Rough Crafts branding. If there’s a more badass-looking brake system for a spring-equipped Harley bobber out there, we don’t know about it.

With the major stuff out the way, everything else started falling into place in typical Rough Crafts fashion. The Fat Bob’s new fuel tank is actually a RC production part designed for the Sportster. It was modified heavily to fit the Softail, and topped off with a billet aluminum gas cap from Winston’s own catalog.

The bobbed seat came from BT Choppers in Poland, along with a blank-off kit for the area underneath it; the upholstery was added locally. A low profile rear fender rounds out the minimal bodywork.

Most of the finishing kit on this svelte bobber is either from the Rough Crafts aftermarket catalog, or from some of Winston’s favorite companies. The cockpit wears a set of RC risers, designed with a top clamp that’s designed to accommodate the small digital speedo from the H-D Street Bob. But on this bike, it holds a matching Koso unit instead.

The bars are RC’s signature ‘Fighter’ design, fitted with plug-and-play switches from Rebuffini. The grips, foot controls, cam cover, rocker arm cover and intake are all parts from a collaboration between Rough Crafts and Arlen Ness. And the turn signals and taillights are Rough Crafts x Koso items.

The engine’s dressed with a Rebuffini hydraulic clutch housing and a Performance Machine clutch cover. It also wears brass push rod tubes, and an obnoxiously short two-into-one exhaust, done in the same style as the Graphite Speedster’s.

As always, Winston created this machine via a carefully curated network of master craftsmen. Rover Works Custom Paint handled the livery, over forged carbon inlays that were done by SFC Simon Fiber Craft. 2 Abnormal Sides made the push rod collars and tank badges, while CT-Garage handled the final assembly.

Dubbed ‘Miltown Moonshine’ as a tribute to The Motor Co.’s hometown, the final product is as perfectly proportioned as it is well judged… just as we’ve come to expect from Winston. It’s a quintessential back-to-basics Rough Crafts build, but also shows just how far the shop has come in the last decade.

And if you’d like to see it in person, just book a flight to Taipei City, Taiwan for this weekend. There, Winston will be showing it off as part of Rough Crafts’ first official Speed & Craft custom bike show.

Rough Crafts | Facebook | Instagram | Photos by JL Photography

A Harley-Davidson with sport bike goodies either trips your trigger or crosses your wires, but in our case, it’s almost always the former. If it’s done right, there’s something plain badass about a Milwaukee missile that looks like 100 mph standing still, all without losing its leaky old iron character.

In terms of doing it right, it’s impossible to argue with this 1983 Harley-Davidson XR1000 with competition history in the Battle of the Twins. This rare racer is set to go across the block this week, as part of the Mecum Glendale auction.

Getting up to speed on this XR1000, you have to go all the way back to Harley’s sensational XR750 flat tracker, arguably one of the most successful race bikes ever built. After Harley worked the bugs out of the engine in 72, the XR750 was a dominant force in flat track racing for decades. The H-D loyal watched guys like Mert Lawill slide around the oval, and Evil Knievel launch over buses, and they couldn’t help but want a piece of the action.

While the majority of Harley’s resources were tied up in the construction of the upcoming Evolution engine, Harley’s skunkworks started modifying a regular 1000 cc XL Sportster to incorporate a bit of the XR750 flavor enthusiasts craved. The result was the 1983 XR1000.

In practice, it was little more than a XL Sportster with XR750-style cylinder heads, twin Dell’Orto carburetors and high-mounted pipes on the B-side. An XR750 for the street in theory, the XR1000 really shined on the big banks in the Battle of the Twins.

The series was born in the 1980s as a response to the increasing dominance of four-cylinders in sportbike racing, giving large displacement, air-cooled British, European and American bikes solace on pavement. Harley’s entries were the new XR1000 on paper, but could be more aptly described as overbored versions of the XRTT road racing bike.

The most successful of these entries was an unlikely hero known as Lucifer’s Hammer. After going up in flames at Daytona in 1973, the factory road racer was put into storage for 10 years before being reworked to race in the Battle of the Twins. Despite having little to no experience on pavement, flat track racer Gene Church piloted Lucifer’s Hammer to three Battle of the Twins championships.

In an iconic exchange, the Ducati factory team congratulated Church for hitting 156 mph at Daytona in 1986, but Church simply responded that something was up with one of the carburetors. Sounds like fancy talk—that is until they fixed the issue and topped 170 mph.

Lucifer’s Hammer is a well-documented machine, but the XR1000 offered here at Mecum’s Glendale auction is a bit more of a mystery. Mecum details that the bike was raced in the Battle of the Twins from 1983 to 1986, with Rick Ranno piloting. From there, it was sold to Sweden and raced by champion ice racer Posa Serenius at Linöping in 2007. Compared to the one period photo we were able to dig up, we’re assuming the bike has since been restored to Ranno’s V-Twins Cycle Shop livery.

Back in 2019, Mecum sold the Ranno XR for a paltry $6,600. For that kind of money, we should all be raising our paddles. [Via Mecum Auctions]

We’ve got two very different Triumph Thruxton customs on the menu this week. One is a liquid-cooled supercharged brute, and the other a fully-faired air-cooled café racer. A tidy Yamaha Scorpio scrambler, and a skinny Harley FXD, fill the spaces in-between.

Supercharged Triumph Thruxton 1200R by Tamarit Motorcycles We’ve never thought of the Triumph Thruxton 1200R as underpowered. In fact, it’s one of the more powerful modern café racers you can walk into a showroom and buy today. But when Tamarit Motorcycles set out to create their 95th custom Triumph, they wanted something a little…more. And by ‘a little’ we actually mean ‘a lot.’

This is their latest custom Thruxton 1200R, and to be honest, from the left-hand side it looks like one of their more understated builds. It would be, if it weren’t for the huge TTS Performance supercharger bolted to the right-hand side of the engine. It’s added 60 buff horses to the Thruxton—so this 1200 now produces 160 hp. Giddy up.

Tubeless (and very flashy) Kineo spoked wheels were fitted, as was a whole suite of Motogadget electronics. The headlight is especially trick—it has a gyroscopic sensor inside and lights up the edge of the road as you lean.

The Thruxton’s clip-ons were swapped out in favor of a flat handlebar, and the factory tank was painted in a beautiful silver color. The tank proudly wears the Tamarit badge, and the engine side covers have been replaced with custom ‘San Jorge 95’ badges, which is the name of the bike.

The Zard exhaust is new, as is the whole centre section of the motorcycle. A custom airbox sits beneath the custom seat, which is stitched by hand in tan leather. We love the way the seat extends onto the tank and how the leather tank strap matches the seat. Very classy, indeed.

The bike has already been shipped off to its new owner in Texas, USA. This kind of thing lights our fire—so if someone would be as kind as to get in touch with Tamarit to build another, we’d appreciate it greatly. [More]

Yamaha Scorpio by Deus Bali We couldn’t quite figure out what this custom scrambler started life as when we first saw it. Believe it or not, this was a Yamaha Scorpio—a 225 cc commuter bike, popular in Australasia.

Owned by the manager of Deus ex Machina’s Bali outpost, this tower of power has been ridden every day for the last 10 years. The Deus team thought it was time to refresh the daily rider, so they promptly ripped into it—again. For the fifth time.

Deus Bali set out to breathe new life into the tired Scorpio, so they started by completely rebuilding the engine. No horses were left behind, especially thanks to the larger 30 mm Uma Racing PWK carb and appropriately oversized K&N air filter.

A new exhaust header was built from stainless steel, further increasing the already sky-high power figures. That supercharged Thruxton has nothin’ on this.

41 mm forks from another Yamaha bike were grafted on, as were the top and bottom fork yolks. A set of ProTaper handlebars were bolted on and finished with new grips and switches. An oversized LED headlight takes care of lighting duties, with a set of barely perceptible, but overly bright Kellerman Atto Dark turn signals fitted.

The bolt-on subframe is all-new too, and it really shows off the rear end. The alloy swingarm was donated by a Yamaha YZ250, and a box was built under the seat to house the battery and electronics. The tail light is especially nice and was custom-made by the Bengkel Boys themselves in the Deus Bali workshop.

Rossi rims and stainless spokes were laced to the factory hubs and then shod with Shinko SR428 dual-sport rubber. A pair of hand-made aluminum fenders round out the build.

Painted in metallic red paint, the custom tank was finished off with the Deus ‘Pistons-O-Power’ logo—a worthy stamp of approval from the Deus Bali head honcho himself. We love it. [More]

Triumph Thruxton by iT ROCKS!BIKES It’s big, it’s blue, and, despite its name, it’s still rocking a good old fashioned internal combustion engine. Dubbed ‘Lithium’ by its creators, this café racer is the latest build from Portugal’s iT ROCKS!BIKES.

The iT ROCKS!BIKES proprietors—Osvaldo, Ana and Luis—were approached by a customer with a request to build them a 70s-inspired Triumph endurance racer. Knowing a thing or two about building svelte, monocoque-bodied motorcycles, this wasn’t going to be a problem for the IRB team.

To make it even easier, the client specified only the classic Porsche blue color—leaving the rest of the decisions in the hands of the makers.

An air-cooled 2006-model Triumph Thruxton was put under the knife, and transformed into the fully-faired café racer you see here. Using designs that Ana penned, the team cut the back end down, then fabricated a custom mounting frame for the front.

This is what carries the beautiful classic full fairing, which was also made by hand, from steel. The stacked headlight is the only modern touch on the fairing, but we absolutely adore it. The one-piece tank and seat unit was also crafted by hand, as were the side covers.

Kineo wheels make another appearance in this week’s Speed Read, with ITB fitting a set to this Thruxton. The forks are from a Yamaha R1, and the rear shocks were swapped out for a pair of fully adjustable Bitubo units. The parts spec includes LSL clip-ons and rear-sets, and a Motogadget Chronoclassic speedometer.

Finished in classic Porsche blue, white and silver paint, with black leather on the seat, the iT ROCKS!BIKES trio has nailed the brief on yet another outstanding build. We bet the client is one happy chap. [Via]

Harley Davidson FXD by K-Speed It seems that every bike that rolls into, and then out of, the K-Speed workshop is a perfect 10. Based in Bangkok, Thailand, K-Speed has been banging out bangers since 2002—and they’re not showing any signs of slowing down.

This custom 2002-model Harley Davidson FXD Dyna Super Glide is the personal ride of K-Speed boss Eak. Nicknamed ‘Silver Sting’ (possibly because it’s long, narrow and pointy), Eak set out to create a vintage-inspired custom of yore. Suffice it to say, he and his crew have done a fantastic job.

The highlight of the build is the custom bodywork. Made from aluminum, the new tank and fender do a great job of slimming down the chunky American chop. K-Speed wanted to make the big Harley look skinnier and easier to use, and the bodywork was just the beginning.

The front end has been put on a diet too, and now rocks a classic front tire in front of a single bottom-mount headlight.

The swooping handlebars are new, as are the grips and controls. The front indicators are mounted low on the frame down tubes, right next to a Moon Equipment fuel container for emergency fuel top-ups (because whoa, that’s a small tank).

Moving rearwards, a new seat from K-Speed’s Diablo range of parts was fitted, along with new indicators and rear shocks. A side-mount numberplate and tail light bracket were added too, to keep the new rear fender clear of clutter.

The engine remained stock but was treated to a new set of exhaust headers. What they lack in length, they undoubtedly make up for in volume. Just Harley things, you know?

It’s gloriously simple, but cool as heck. It’s good to be the boss, hey Eak? [K-Speed | Images by Hipmotography]

Retrorides By Lourenço is well-known in custom BMW K-series circles. The Brazilian workshop has built some of the sharpest K-series café racers around, and even written a literal book on how to do it. Now, they’re looking to establish themselves in a whole new niche.

After 30 years of customizing petrol-powered motorcycles, Retrorides By Lourenço is launching its own small production electric motorcycle company. And their first offering looks pretty damn good.

Based in a town a couple of hours away from São Paulo, Retrorides is run by Gustavo and Rodrigo Lourenço, and their father José. “We always had the dream of having our own brand of motorcycles,” says Gustavo.

“But with internal combustion engines this was not possible for a small company like ours, due to the complexity of the parts and mainly due to the cost of building a combustion engine. With the advancement of technology and the arrival of electric motors, this dream became possible.”

“We wanted to fill a gap in the electric motorcycle industry. We were tired of seeing electric bikes either look like MegaBeast Investigator Juspion’s bike, or dull. We believe that electric motorcycles can indeed have the DNA of custom motorcycles, combined with performance and cutting-edge technology, but without losing personality and style.”

Retrorides’ new company is called RTR Electric Motorcycles, and this is the RTR 799e. Sitting somewhere between a neo-retro scrambler and a modern supermoto, the 799e will be built-to-order in Brazil, with a range of customization options available to buyers.

“The initial idea was for the bike to have the Retrorides DNA (custom motorcycle style), so we decided that this bike had to be a scrambler,” says Gustavo. “The style is very versatile for urban use, and allows for a super comfortable riding position.”

“With the opportunity for customization, we can preserve the spirit of ‘crafted by hand,’ while using new technologies to increase safety. We also believe that our motorcycles should be built with noble materials that do not harm the environment—so our bikes are built to last and designed to be upgradable.”

Rather than adapt an existing internal combustion bike platform to run with an electric drivetrain, Retrorides designed the 799e from scratch. The process involved a substantial amount of 3D design—including digital simulations to make sure the bike would function correctly in the real world.

“The engineering of electric motorcycles is completely different. There is no vibration, and we can change the center of gravity, among many other concepts that are different,” Gustavo adds.

The first big decision was whether the bike should have a ‘fuel tank’ or not. It’s a common argument: does it make sense to have a tank on a bike that doesn’t carry fuel, or does a tank serve a purpose beyond aesthetics?

In the end, the team decided that they’d only add one if it added to the bike’s overall practicality. So they built a seven liter glove compartment, big enough to carry a few essentials, or squeeze a rain suit into in a pinch. It, along with almost everything else on the 799e, was shaped out of aluminum.

Retrorides built the tubular steel frame and swingarm too. It’s an elegant design, with the upper frame rails hugging the ‘fuel tank,’ and the lower bits wrapping around the battery box. The battery is further protected by two custom-made guards—integrated with the bike’s sump guard, they’re covered in a military-grade anti-scratch coating.

Attached to the chassis are a set of Showa forks, with 17” wheels wrapped in Pirelli MT60RS tires. Retrorides have specced the 799e with disc brakes, with a regenerative braking system built in.

The bike’s powered by an 8 kW hub motor, with a 72 volt / 60 Ah battery. Early numbers point to a top speed of 127 km/h [79 mph], a 120 km [75 mile] range, and a five-hour charge time. The motor can be pushed to 12 kW via a boost button; Retrorides calls it ‘Road Runner Mode.’

All the bits in-between—like the motor mounts, yokes, levers, mirrors and foot pegs, were CNC-machined from aluminum. The bike features all the requisite LED lighting, and the seat is covered in a weatherproof synthetic leather.

Aiming to go into production in December, Retrorides—or, rather, RTR Motorcycles—are currently looking for investors, while working on homologation in Brazil, the USA and Europe. They’re also testing and tweaking the 799e as they go, by trying out different motors and setups.

Once it’s ready, RTR Motorcycles’ website will include a bike configurator, allowing customers to customize their build with different colors, seat materials, tires, headlights, and side cover options.

Gustavo praises the bike’s torquey feel and the fun of riding through the countryside silently. But what’s really struck him, is the feedback from others.

“We have already broken a lot of prejudices with this bike,” he says. “I must confess that many bearded men in leather vests who have ridden this bike have returned with a smile on their faces and asked about the price!”

RTR Motorcycles | Instagram

If you’re a classic watercraft aficionado, this custom Harley-Davidson Sportster should feel familiar to you. That’s because it’s modeled after one of the most exquisite and unique boats ever built: the Lamborghini Riva Aquarama.

The storied Italian boat maker Riva started out building ferries, and has since graduated to super yachts. But they’re best known for their classic wooden boats—specifically, the iconic Aquarama, in production from 1962 to 1996. One of the most notable Aquarama boats, is the one that Riva built in 1968 for Ferruccio Lamborghini.

The legend goes that Sig. Lamborghini ordered an Aquarama for himself, but wasn’t too keen on the American-made V8 engines that powered it. So he supplied Riva with a pair of V12 Lamborghini power plants, as used in the Lamborghini 350 GT. Thus, the fastest Aquarama ever was built.

It’s a story that Matteo Fustinoni at Hazard Motorcycles knows very well. He grew up on Lago d’Iseo—the home of Riva boat works—and recalls time spent on a family friend’s own Aquarama as a kid. So he’s built this Sportster as a tribute to Ferruccio Lamborghini’s special order Riva.

The homage goes a lot deeper than just the bike’s livery and trim. Matteo’s paid his respects to the Lamborghini Aquarama in myriad ways, with many details that you’d easy miss on the first pass.

For starters, he went to the trouble of rotating the ironhead motor’s front cylinder by 180 degrees. Why? So that he could install two Weber carbs—just like the ones found in the Lamborghini Aquarama.

The engine also features hot cams, S&S Cycle pistons and a modified Morris magneto. And it’s fitted with a Pingel electric gearshift kit; gear shifts are now handled by a pair of buttons on the handlebars. Exhaust gases exit via a pair of scarily short pipes.

The Harley’s overall layout recalls that specific boat’s most distinguishing feature: its speed. Matteo went for a drag bike silhouette, starting with a hand-built, stretched-out rigid frame. A shortened aftermarket springer fork does duty up front, gripping the 18” front wheel (and drum brake) from a Laverda 750.

Out back, a MH Racemaster drag slick wraps around a solid 16” wheel. Keen eyes will spot a disc brake caliper here too, alongside the bike’s foot pegs.

At the opposite end, vintage Tomaselli Matador levers are fitted to clip-on bars, with a single Jaeger tacho sitting front and center. But what the rider is more likely to stare at while aboard this magnificent machine, is the alluring fuel tank design.

It’s the work of Andrea Pozzoli, who was roped in to handle all the metal-shaping jobs on the project. Andrea fabricated the split fuel and oil tanks, and the Harley’s generous front fairing. Then master cabinetmaker, Davide Aresi, added a generous helping of rich mahogany to the build.

But it’s the overall color scheme that really drives the point home. Ivan Motta handled the paint, delicately balancing the original Riva’s white and blue tones. The engine was finished in the same blue as the engines in the Lamborghini Aquarama, while Luca Ronzoni upholstered the seat using original Riva materials.

Marvel at the finer touches—like the polished drillium bits, the contrasting fins on the outside of the engine, and the tiny carved winglets that pop up in various places. It’s a clear sign that this project was close to Matteo’s heart.

Considering that the Aquarama is widely considered the most beautiful runabout ever made, building a motorcycle as a tribute to it is a bold move—but it’s a move that’s certainly paid off.

Bravo, Matteo!

Hazard Motorcycles | Instagram | Images by Daniele Grassi

Big auto auctions are good at a few things, namely presentation and drumming up some serious dream machines. But in the case of the upcoming Mecum Glendale, Arizona, auction (March 28 to April 1), we felt there were a few fantastic bikes that didn’t receive due credit. Either underrepresented, or a bit inaccurate, it was our duty to give these rides their time in the spotlight.

1987 Honda VFR400 NC24 If you were a fan of sportbike racing in the late 1980s, you probably knew, and longed for, Honda’s VFR750R RC30. With multiple Sportbike World Championship titles, Grand Prix victories and a lap record at the Nürburgring’s Nordschleife loop, the RC30 had more than proven its mettle, even into the early 1990s. Expensive and built in limited numbers, the RC30 wasn’t the most practical street machine for everyone. Honda had a solution for the motorsport masses, though, in the form of the scaled-down VFR400.

Honda unveiled the NC21 VFR in 1986, powered by a 399 cc, 16-valve V4 built in the spirit of the RC30. The bike was designed primarily for the Japanese market, where the sub-400 cc engine skirted tougher licensing regulations for higher cc bikes. But don’t let that statistic fool you, as the VFR400 has plenty of bite to match its bark.

The 90-degree V4 is good for 59 hp at 14,000 rpm (in the NC24 version), and its valvetrain is operated by straight-cut gears that produce a significant whine throughout the rev range. Honda also went to great lengths to incorporate all the 750’s attitude into the VFR400, utilizing similar geometry that placed the rider right over the top of the 17-inch front wheel. Clip-on bars, rearsets and minimal upholstery meant that you rode it like a proper sports bike, and huge dual-discs up front provided confidence in the bends.

Out back, Honda incorporated a single-sided “Pro-Arm” swingarm, making it one of the first companies to do so in a production bike. The rear wheel was affixed with four bolts (sometimes hidden by a plastic cover), and the exhausts were routed high to avoid obstructing the eight-spoke cast wheel. Mecum’s Lot W7 looks to be a very original, rider-quality NC24 VFR with just over 36,000 miles on the clock. This gray-market example is a rare sight in the United States, and its hammer price will certainly outpace your average 400 cc bike of the day.

1978 Harley-Davidson MX250 It’s no stretch to say that Harley-Davidson has characteristically been set in its ways, but that wasn’t always the case. Back in the 1970s, dozens of small cc bikes carried the HD nameplate from the acquisition of Italian Aermacchi, and snowmobiles hit the trails wearing AMF-HD decals. Attempting to cash in on the booming motocross scene, Harley-Davidson poured a hefty investment into an all-out 250 cc motocrosser for 1978, dubbed the MX250.

Like any other two-stroke HD of the era, Aermacchi was tasked with the construction of the MX250, but it proved to be an uphill battle. Initial attempts in 1976 resulted in a clumsy looking bike, with an underpowered engine and a set of modified forks grafted onto the rear swingarm. Harley and Aermacchi returned to the drawing board with motocrosser Rocket Rex Staten on board to improve the program, resulting in the new ’78 MX250.

Looking like a much more serious contender, the new MX utilized a more powerful, 242 cc Aermacchi engine with a 38 mm DellOrto carburetor — good for 32 hp. The previous rear suspension was ditched in favor of more conventional remote reservoir shocks in the rear, and KYB forks boasted 9 inches of travel up front. A lightweight aluminum fuel tank was held on with a leather strap, and the chassis was reinforced throughout.

The all-new Harley-Davidson MX250 was good, but unfortunately not all that good. Your 32 hp allegedly came on like a lightswitch between 7,000 and 9,000 rpm, making it a bit unwieldy, and it was heavier and more expensive than Japan’s competitive 250s. Even with a team of factory-sponsored pros on board, the MX250 failed to perform, and Harley abandoned its motocross dreams (and Aermacchi all together) after 1978. Just 900 MX250s were built for the ’78 model year, and rumor is that many went unsold.

While it wasn’t a win on paper (or on the podium), the MX250 is cool in my book for what it could have been, and its flashy ’70s MX looks. Mecum’s Lot W264 is said to be a ground-up restored example using NOS parts, and is probably one of the nicest out there. Barring any unforeseen issues, this one’s probably worth north of $7,000 today.

1948 Indian Chief An early Indian Chief is one of those bikes that totally defies brand loyalties. Stunning art deco influence shines through in its flowing bodywork and enveloping fenders, and chrome features abound. But as much as the 1948 Chief exudes American excess, the marque and model were in decline.

Despite numerous attempts at military contracts, Indian emerged from World War II with comparatively little to show for its efforts. Changes in leadership followed, and the Chief was the company’s only offering for a couple years. The Chief was dropped from Indian’s lineup for 1949 in favor of smaller, more affordable offerings, before making a brief comeback from 1950 to 1953.

Examining a late ’40 Indian Chief from tip to tail, it’s difficult to fathom the company’s financial struggles. Enveloping finders and bodywork outclassed its competition, along with all the chromework, lighting and road-going features you could ask for. Throw a leg over the Chief, and you were met with a large sprung saddle, graceful right-hand tank shift, full floorboards and a girder front end. And until Harley-Davidson unveiled the Panhead in 1948, the Chief’s 74 ci twin was good for the same 40 hp as the Knucklehead, and the Chief boasted a sprung plunger rear end over the HD’s rigid.

Maybe the Chief wasn’t prepared for things to come, as Harley’s ’48 Panhead would adopt telescoping front forks and another 10 hp. But these days the Indian Chief is as cool as it gets, and an instant “in” anywhere. A crown jewel fit for any collection, Mecum’s Lot T12 is a beautifully restored example with a numbers-matching engine and stunning two-tone paintwork.

1986 Suzuki GSX-R 1100 Skoal Bandit There’s a grin-inducing effect that happens when you apply liquor and tobacco sponsorships to a ’80s speed machine — and that’s no Skoal reference. This 1986 GSX-R 1100 pays tribute to one of the most iconic Suzuki Grand Prix liveries of the era — the Skoal Bandit.

When it comes to two wheels, the Skoal livery is most often associated with the Heron Suzuki team in 1985 and 1986. And while the team didn’t triumph over the other manufacturers in championship standings, the Skoal bandit was worth celebrating, and a limited number of Suzukis left showroom floors graced by the Bandit’s signature green and white. These bikes are very sought after today, commanding prices north of $50,000 in some instances.

The appearance of this 1986 Suzuki GSX-R 1100 was transformed over a two year period into a faithful Bandit tribute you see today, along with tasteful performance mods from Yoshimura, Öhlins and Tokico. Most notable is the livery, hand-painted by Scott Johnson in Skoal team style. This GSX-R 1100 is offered by Mecum as Lot T16, if you can swallow the off-highway use title. [Photos Courtesy of Mecum Auctions, Inc.]

We’ve featured some wild customs over the years, and truth be told, we’ve come to expect the unexpected. In the last year alone, we’ve seen car engines shoehorned into motorcycle chassis, electric choppers masquerading as air-cooled V-twins, and even scooters converted into proper off-road machines.

So when this sleek little 1983 BMW R80ST came our way, we were almost shocked to hear that the number of custom parts featured in the build could be counted on a single hand.

Dubbed ‘The Greenster,’ it’s the work of Estonia-based Renard Motorcycles, who deliberately set out to nail that classic OEM vibe. “The concept was to build a better bike than came out of the factory, with only BMW original parts.” says William Sarevet, who handles all things media for Renard.

We’re no strangers to Renard’s creations; roughly a dozen of their uber-clean customs have graced our pages in the past. Renard builds everything from Hondas to hogs when called upon, but vintage Beemers like this are undeniably their bread and butter.

At a glance, The Greenster could easily pass for a top-down restomod, as all the tell-tale signs of a factory BMW R80ST are intact. There’s the distinctive gas tank, that long angled rear fender, and even the original BMW switchgear. And who could miss the upswept two-into-one exhaust that blends so seamlessly into the lines of the bike?

Truth be told, Renard’s new custom isn’t actually too far off from a factory restoration, and nothing on the bike has been chopped, shaved, or welded. We can’t say we’re disappointed, considering that fewer than 6,000 of these beauties were ever built during their short production run between 1982 and 1984.

The angle of the subframe is tweaked slightly, only to allow for the new turn signals and the custom Alcantara seat. But other than that, the frame is entirely unmolested. The same goes for the engine, which remains fully stock—save for a minor overhaul while The Greenster was apart in the shop.

In keeping with their goal of building a better bike from factory parts, the team at Renard sourced a larger 38 mm diameter front end from a 90s-era R100RT. William tells us that the fork improves the ST’s handling, but also comes with the benefit of a Brembo dual-disk front brake setup—a fitting factory upgrade that still looks the part.

Unfortunately those 90s model RTs all came with cast aluminum ‘snowflake’ wheels, and abandoning the ST’s classic spoked look was simply out of the question. A custom solution was needed, and Renard found their fix by lacing an R80R hub to the ST’s wheel—allowing for a dual disk setup without looking out of place.

The remaining modifications followed the same ‘tread lightly’ approach. The original clocks were swapped for a smaller and more elegant dash from a standard R model of the same generation, a less conspicuous set of signals replaced the big blocky OEM indicators, and a taller Lucas touring handlebar was bolted on to improve ergonomics.

Believe it or not, that handsome metallic green paint that the Greenster takes its name from is also a purely OEM inspiration. Renard’s client wanted the bike painted in “the most radical original BMW color” they could find. After some extensive research, this custom color, dubbed ‘Nürburgring Green,’ was modeled after the rare metal flake green BMWs of the early 1970s.

Paint, decals, and pin-striping were all laid down by Jarmo Nuutre of One Eyed Morse customs, whose name you may recognize from previous Renard builds. Jarmo is known for his impressively intricate kustom kulture-influenced designs. If you’ve seen the absolutely bonkers paint on the ‘Anaconda Honda’ we featured a while back, you’ll know this is just a tad more subdued than his usual fare.

The build was finished off with a set of Dunlop’s new Trail Mission tires. It’s another fitting upgrade for the ST, which BMW always intended as a street-focused cousin of the GS that still knew its way around a dirt road.

Renard’s clean take on this rare airhead may not be the wildest custom we see this year, but we’d bet the farm that BMW would have sold a lot more STs if they had come from the factory looking half as clean as this.

Renard Motorcycles | Facebook | Instagram | Images by Kalle Veesaar

Motorcycles have long been the cheap way to go fast, but in today’s world of excess and insane tech, the concept of a bike with a six-figure MSRP is old news. Consider the Ducati Superleggera V4, Honda RC213V-S, Mike Hailwood NCR MH TT and numerous others. Across the majority of these machines, novelty and trickle-down race technology abound. But these days we’re seeing a new way to build a motorcycle worthy of $100k. These three fresh six-figure offerings from Praga, Arch and Aston Martin & Brough Superior vouch for a new boutique bike experience, boasting exclusivity, image and varying levels of technology.

Which begs the question: which (if any) of these rides is worth punching a six-figure ticket?

Praga ZS 800 Everything old is new again, and in the case of a sultry, record-setting 500 cc twin-cam from the 1930s, history was worth repeating for Czech Republic-based Praga. In the wake of Praga’s new high-tech Bohemia supercar, the company also unveiled the new ZS 800 as a limited-edition bobber packed with exotic materials and trick engineering, all wrapped up in an evocative package.

The price of entry? $92,000. 

There’s a thin line when mixing nostalgia and modern technology, and the crew at Praga have done a tremendous job at creating a modern bobber that hasn’t forgotten its roots. In spirit, the ZS 800 is a modern interpretation of the first bike to wear the Prada badge — the storied BD 500. Praga had been building automobiles and components in Prague since 1907. But in 1929, the company purchased ČKD’s motorcycle business, and along with it came the work of a bright young designer named Jaroslav František Koch.

Koch had designed a brilliant 500cc dual overhead cam, single-cylinder bike back at ČKD, and Praga readily rebranded it as the Praga BD 500. The 15 hp single allowed the BD 500 to reach 65 mph, and Koch himself set a record on the bike by traveling from Rome to Prague in 35 hours and 40 minutes. 

Fast forward nearly 100 years, and Praga is back to building cars, this time the high-tech Bohemia supercar. While he wasn’t working on the Bohemia, engineer ​​Jan Žuži dabbled with the concept of a modern ode to the BD 500, and somewhere along the way, the higher ups at Praga got on board with the project. No stranger to two wheels, we can see Žuži and his fellow designers threw all of Praga’s technical resources into the project, and religious application of carbon fiber, titanium and CNC-machined chromoly immediately suggests that this bike is more than just a throwback. 

Remember when we said the Praga ZS 800 hasn’t forgotten its roots? The ZS 800 is based on a rigid frame, so there’s no rear suspension other than the Öhlins shock under the seat. It also uses a girder-style front fork, drum brakes and an air-cooled Kawasaki parallel-twin, sourced from the W800 model. 

But dig a bit deeper and the tech hits you like a speed bump at 60. The frame and girder fork are chromoly steel, and loaded with beautiful CNC-cut joints. Like the saddle, the fork is suspended by an Öhlins shock with a titanium spring, and the whole piece is alloy art on its own.

The fuel tank was crafted from forged carbon fiber, but that’s somewhat of an illusion, as the actual fuel tank looks to be a CNC-cut aluminum component, used as a structural part of the chassis. The carbon tank covers compliment carbon fender struts and the chain guard, but most notably, the wheels. 

While they emulate an old-school wire, the wheels are also constructed from forged carbon fiber, laced with tensioned carbon spokes — talk about making a statement. Trick machined covers direct air across the hydraulic drums, and vintage-looking, 18-inch Dunlop rubber completes the look. 

Under the saddle, a Kawasaki-sourced 800 cc air-cooled twin supplies 50 hp to a five-speed transmission. Praga cites that the Kawasaki’s bevel-gear cam drive pays tribute to the period, and it’s certainly the most approachable engine on our $100k list, but needless to say underpowered among its peers. Its published dry weight of 313 lbs makes it the lightest, however, and weight distribution is said to be 50/50. 

Just 28 Praga ZS 800s will be built, and you’ll have to shell out $92,000 to get one. For its part, we’ll admit that the ZS 800 is the most affordable bike on our list, and certainly the easiest to hop on and ride — especially for less experienced pilots. If it’s nostalgia that trips your trigger, the Praga is sure to make a statement wherever it goes, and we’re willing to bet you won’t find another one in the parking lot.

Arch Motorcycle 1s The sport cruiser market is hotter than ever, with Indian, Buell and Harley Davidson unleashing more aggressive bikes targeted at the performance-minded masses. But California-based Arch Motorcycles takes its stab at the top 1% of the market with the new 124 ci S&S-powered Arch 1s.

The boutique experience that starts long before the first weld bead, and ends with you writing a check for $128,000. So what do you get for the money? Let’s dig in.

Arch Motorcycle formed in 2011 as a somewhat of a meeting of the minds, between famed actor and enthusiast Keanu Reeves and bike builder Gard Hollinger. The two had met several years prior, when Reeves tasked Hollinger with building a fully custom Harley Davidson, with nearly every aspect of the bike reworked. Reeves was floored over the bike’s performance, and he eventually convinced Hollinger to go into business together.

Since then, the duo has made a name for themselves perfecting what they call the “American performance cruiser” ever since. Their razor-sharp designs emphasize performance through mechanical simplicity, and the most trick raw materials money can buy. 

The new Arch 1s builds on the previous KRGT-1 model, with more aggressive geometry and ergonomics, and the same thundering S&S 124 ci v-twin. The whole package is much tighter than the KRGT-1, with a shorter wheelbase, more aggressive rake and a chiseled new single-sided, billet-aluminum swing arm. The bodywork is made up from various carbon fiber and aluminum bits, and facilitates more aggressive ergonomics than the KRGT-1, as does the switch from forward to mid-mounted controls.

Underneath the skin, a steel mainframe supports the neck and air-cooled mill, while a billet-aluminum subframe supports the rear suspension. Fully-adjustable Öhlins suspension keeps the bumps in check, and ISR four- and six-piston brakes with standard ABS should provide more than adequate braking for spirited riding. 

Thinking back on the company’s earliest days, it comes as no surprise to see an S&S-sourced, air-cooled v-twin between the frame rails. The 124 ci, T124 engine was designed as a nice upgrade for 2007 to 2016 HD big-twin models, and Arch turns the heat up a bit with a custom stainless exhaust and intake system. Arch reports 115 lb/ft from the 2,032 cc v-twin, routed through a proprietary six-speed transmission to the 530 O-ring drive chain.

17-inch BST carbon fiber wheels are wrapped in Michelin Power RS rubber, sized 120/70 and 240/45 respectively. Dry weight comes in at 563 lbs, roughly 30 lbs lighter than the KRGT-1, but definitely the heaviest bike in the $100k club by a significant margin. 

Naturally it takes more than trick materials and a torquey v-twin to command a six-figure price tag, and the Arch 1s makes up the difference with unique flair. The ignition key is made from billet aluminum, and activates a full-color LCD dash. Want to make fuel stops more fun? How about an exotic billet aluminum fuel cap that hinges up from the fuel tank?

Also hidden in the carbon fuel tank, is a unique induction system that funnels fresh air through filters and down into the throttle body. The kickstand, controls and the belt drive cover are all made from billet aluminum as well — all pieces of functional art in their own right. Your investment in the Arch 1s also includes the opportunity to customize the appearance and ergonomics of the bike with the design team, ensuring the seat and controls are set up for your riding style. 

The Arch 1s leads the class in terms of a boutique buying experience, and we’re down with the all-American performance cruiser image. Sure, the 1s could stand to lose a few pounds for the price, but on our list, the Arch is the most rideable bike. Rideable as in, hop on and watch the odometer climb, and that’s what it’s about, right?

Aston Martin & Brough Superior AMB 001 Pro A luxury automaker teams up with a motorcycle manufacturer to build a hypercar-inspired track bike. That sounds expensive, and it is.

But in the case of the Aston Martin & Brough Superior AMB 001, these two historic English names seem to have brought out the best in each other with the limited-edition, 180 hp AMB 001, unveiled in 2019. With all 100 limited-edition bikes sold, the duo has now upped the ante with the new 225 hp AMB 001 Pro, limited to just 88 units.

If the Brough Superior name is unfamiliar, here’s a quick refresher. Brough Superior was founded in 1919, after George Brough left his father’s company, Brough Motorcycles. Seeking to maximize quality, each Brough Superior product was allegedly assembled twice. 

After initial assembly, the bike was torn back down for the required paint and plating work. Also every finished bike was tested and personally certified by Brough himself, and if the bike failed to meet his approval, it was sent back to the factory until it did. Brough Superior motorcycles were considered the Rolls-Royce of the bike world before production ended in 1940, when the facility was retooled to build crankshafts for Rolls-Royce Merlin engines during the war effort. 

Fast-forward to 2008, and the Brough Superior name was acquired by enthusiast Mark Upham, who met with French designer Thierry Henriette to design a new line of Brough Superior bikes. Production began in 2016 under Thierry’s ownership, and several high-end cruiser models have debuted since.

While Brough Superior’s recent offerings have become increasingly exotic, the 2019 partnership with Aston Martin, and the resulting AMB 001, is a significant leap in performance for the marque. Taking inspiration from Aston Martin’s Valkyrie AMR Pro hybrid supercar (of which only 25 are to be built), the AMB 001 Pro is the next level for the Aston and Brough Superior partnership, boasting new aero and a more powerful 997 cc v-twin. 

While the AMB 001 Pro looks a lot like its predecessor, performance is said to be a new extreme, given a 25% increase in power that puts it on par with a Formula One car in terms of power to weight. The heart of the matter is a new turbocharged 997 cc DOHC v-twin, that’s CNC machined from a solid block of AL5000 aluminum.

More detailed specifications on the engine are few, but we would assume a variable geometry turbocharger and intercooler were used, as in the AMB 001. Power is reported at 225 hp, delivered through a six-speed transmission with a slipper clutch, and dry weight is listed at 386 lbs. 

The (presumably) all carbon fiber bodywork is very similar to the AMB 001, with the exception of new front aero. A carbon front spoiler is affixed to the body, along with stabilizing wings to improve downforce. Other aero features along the body are said to create a tunnel effect, directing air around the rider, along with a rear fin to improve stability.

Aston and Brough Superior also wax poetically about how thin (in microns) the badging is on the bike. I suppose there’s a level of performance where that’s relevant, but I question it here.

There’s clearly plenty to talk about with the AMB 001 Pro, without even touching on the other mechanicals. In broad strokes, the bike’s based on a full CNC-machined aluminum chassis with the engine as a stressed member. A Fior-type fork is used up front, while the rear swingarm pivots from the engine cases — both made from CNC-cut aluminum with adjustable mono-shocks.

Michelin track slicks wrap the 17-inch carbon fiber wheels, with the rear being a solid carbon disc. A pair of radial four-piston brakes and a single two-piston rear provide clamping force. Just one livery is offered, denoted as Aston Martin Verdant Jade, with matte-finish carbon fiber and Cerakote mechanicals. 

Billed as an even more exclusive ride than the previous AMB 001, it should come as no surprise that just 88 AMB 001 Pros will be built, and the price hasn’t really been published. Considering the 100 AMB 001s built sold out at $120,000 a piece, expect to pay significantly more for the Pro.

We can confidently assume that the AMB 001 Pro is the most expensive bike on the list, but then again, it really should be. Dollar for dollar, the Pro really feels like a six-figure bike with six-figure technology and image. The downside, of course, is that it’s built for the track only.

All three of these boutique motorcycles are an exclusive experience in their own way, and it all comes down to what you want to show for your six-figure investment. Nostalgia, techy road performance or the nth degree of engineering attainable in a “production” bike.

For your money, I’d buy the Aston. For mine, I’d have the Arch.

Your weekly dose of moto-goodness kicks off with two motorcycles that put the “Speed” in “Speed Read.” We start with a supercharged vintage Triumph drag bike, then follow it up with a peek at the new KTM Super Duke RR. Bringing us home are a cheeky Suzuki DR650 street tracker, and a rare Swiss-made, Ducati-powered scrambler.

Supercharged Triumph 750 drag bike by Weems Motor Co. What, really, is a motorcycle? In its purest form, we’d say it’s a frame, two wheels and an engine. So the drag bike that Jared Weems of Weems Motor Co. has built here is effectively the quintessential motorcycle. What it lacks in bodywork, it makes up for in length… and power.

That’s because this incredible machine was built for one purpose—to rip down a drag strip, fast AF. But what exactly is it?

Well, it’s a supercharged 1956 Triumph 650 motor, bolted to a hand-built frame that has been stretched five inches with a 2.5” drop at the neck. The backbone of the frame is the oil tank, while the two ‘tanks’ on either side house the fuel. The bars are custom, as are the internal clutch and throttle systems.

It runs on alcohol, which is cooler than regular gasoline (both physically and metaphorically). That means that Jared could get away with shaving the cooling fins from the heads, thus saving precious ounces of weight. With new aluminum cylinders (bumping the displacement up to 750 cc), the engine looks utterly unique.

There are plenty of details to enjoy. Note the exposed rocker arms and pushrods, and the clear window that exposes the cam gears and oil pump. It’s mechanical art at its best.

As if that isn’t enough, Jared also bolted an AMR300 supercharger to it, running a 1:1 ratio at 6 lbs of boost. It’s got a rare Wal Phillips mechanical fuel injection system, too. Rounding out the spec are authentic Invader wheels, with an extended and widened swingarm.

Not surprisingly, Jared took out the top spot for ‘Best Competition Motorcycle’ at the last Born Free show. There’s only one thing left to do now; actually run the bike down the drag strip to see what it can really do. [Via]

KTM 1290 Super Duke RR Like an invading force of seafaring rapscallions, KTM agrees that the more Rs, the better. This is the 2023 Super Duke RR, and its numbers are astounding. It’s a two-wheeled pirate ship that would leave even the Black Pearl dead in the ocean.

The Super Duke RR’s 1,301 cc V-twin produces 140 Nm of torque and 180 hp, while the entire machine weighs 180 kilos [397 lbs]. Math was never my strong suite, but even I can recognize a 1:1 power-to-weight ratio when I see it. It certainly puts the “Hyper” in Hyper Naked.

Putting all that power down to the road requires top-shelf suspension, which KTM were happy to supply. Up front is a set of WP APEX PRO 7548 close cartridge forks, tailor-made for the RR. The back end is held in check by a WP APEX PRO 7746 shock absorber, and KTM also threw in a WP APEX PRO 7117 steering damper for good measure.

How did KTM shave 11 kg from the 1290 Super Duke R Evo that preceded the RR? Extensive use of carbon fiber, for a start. The subframe, single seat, and all the body panels are made of carbon.

The wheels are ultralight forged units, and the standard battery has been replaced with a lightweight lithium-ion battery. A full Akrapovič EVO line exhaust is also available for the bike as an optional extra.

Look, we all know that KTMs aren’t the prettiest of bikes—but we can’t deny their pursuit of form. The RR is angular, aggressive and, frankly, kinda scary-looking. But that’s the idea behind a Hyper Naked, right?

You also can’t argue with how nicely the bright orange frame pops against all that carbon. That, and the fact that it makes 180 horses. Numbers are limited to just 500 units—so if you’ve always dreamed of becoming a pirate, now is your time. [KTM]

Suzuki DR650 by 485 Designs I don’t know if it’s coincidence, internet algorithms spying on me or both, but I’ve seen a number of tasty Suzuki DR650s for sale lately. The reliable, go anywhere, do anything motorcycle is also a popular base for custom builds—from retro adventure bikes to café racers, and everything in between.

However, above all they make for good street trackers and supermotos. Someone who shares this sentiment is Nick Mercer of 485 Designs. He’s based out of Colorado, and this is his excellently-proportioned custom DR650.

To be honest, there isn’t much of the original DR left—only the main frame, engine and swingarm remain. The plastic bodywork is gone, replaced by metal, metal and more metal.

The front end is from a Suzuki GSX-R, complete with twin Tokico brakes; a huge improvement over the stock DR650 single disc. The front end has lowered the ride height considerably, as has the new 17” front wheel. A new set of ProTaper Contour bars were bolted on too, along with a full set of electrical upgrades.

The tank (painted black and gold to match the new front end and wheels) is from a KZ-model Kawasaki. The engine looks mostly stock, which isn’t a bad thing due to the incredible amount of weight it looks like Nick has shaved off the ol’ bush basher.

Nick did fabricate a new stainless steel exhaust for the bike though, because, well, look at it. It’s perfect. The whole factory back end went in the bin, replaced by a custom subframe which Nick has ingeniously cantilevered over the back tyre.

With a matching 17” rear tyre, shod in sticky modern rubber, it has been reported that this thing absolutely rails through the canyons. It’s easy to see why. [Via]

On auction: A rare Condor A350 We love a good vintage Italian motorcycle and this one is high up on the ‘pretty cool’ list. This is a Condor A350—and if you’ve never heard of them, that’s ok, neither had we until now. Luckily, our buddy Ben Branch over at Silodrome is a master of unearthing obscure motorcycles.

The Condor A350 was built in Switzerland (of all places) for the Swiss Army, with production starting in the 1970s. Who knew the Swiss had much more at their disposal than just a cool multi-tool? That said, that’s kind of the whole purpose of the Condor A350—tough, reliable and long-lasting, you could say this is the motorcycling cousin of the Victorinox Swiss Champ.

Everything was built in Switzerland except for the engine and suspension. For those items, Switzerland looked to Italy, with Ducati supplying a 350 cc engine and Marzocchi originally supplying the suspension (before Condor switched to Koni).

The cooling fins on the 90-degree bevel-driven overhead cam engines are immediately recognizable as Ducatis. The Ducati 350 Scrambler engines were all specced for Condor with a lower 8.2:1 compression ratio for when the army had to run lower octane fuels. The mufflers were designed to be as quiet and stealthy as possible; they were even coated in a non-reflective aluminum-based white paint.

Condor made about 3,000 A350s and, amazingly, they were being used by the Swiss Army up until the 1990s. After they were retired they were offered for sale to the general public, making them very cool collector’s items.

If you’d like to own a piece of interesting motorcycling history then you’re in luck—this particular example is for sale through The Market by Bonhams right now. We can’t help but feel that the price guide of $1,500 t0 $2,000 doesn’t quite reflect how cool this bike really is. So go ahead, grab yourself a cheap-ish future collectable. [Via]

There’s no question that the Japanese custom scene is rife with creativity. Even so, there are some Japanese custom builders whose style is so recognizable, that they manage to stand out in a scene that’s known for its uniqueness. Koichi Fujita is one of them.

Fujita-san is the man behind AN-BU Custom Motors. You know his work; his style leans heavily on tradition sportbike aesthetics, and his custom builds have a mechanical and punk rock feel to them. His signature fairings show just the tiniest bit of Bōsōzoku influence, but stop short of crossing the line into caricature territory.

Is it a style that would suit a bike like, say, the Royal Enfield Continental GT650? Koichi didn’t think so when RE first approached him to customize one for their ‘Custom World’ initiative. Then it clicked…

“I had no idea what kind of custom bike I should build as AN-BU,” he tells us. “I thought about that for a while, then realized that the guys from Custom World had seen AN-BU’s past works and approached me. So I decided to build a custom bike that would be just like AN-BU’s, without changing my style.”

“They said that my custom bike will be launched at motorcycle shows in Osaka, Tokyo, and Nagoya. However, I don’t think a bike built for a show is cool. A very important concept for me is to create a custom bike that looks cool on the street, when ridden by a rider.”

“That is why, for this project, I decided to build a bike that I think is cool to ride, even though it will be launched and exhibited at a motorcycle show. I put everything I could into this bike, and this is what I ended up building with my passion.”

The key to AN-BU’s signature style lies in Koichi’s background. When he was 18, he raced cars (and won a championship) at Japan’s famed Suzuka circuit. After that, he worked in an automotive tuning shop, where he learnt how to build and tune race cars. His father then taught him the art of shaping and painting sheet metal.

Koichi has nicknamed this build ‘Kai,’ which is short for ‘Kaizo.’ A nod to his heritage, it’s a word he used when customizing bikes as a kid, and it means ‘modification.’

“What I wanted to express with the Royal Enfield ‘Kai’ was a sense of speed,” he adds. “To express this, I wanted to create a form like a racing machine. However, what I envisioned was not a racer running on a track, but a racer running on the street.”

“I imagined a racing machine that was used on the track in the 1970s to 1980s, but modified so that it could be ridden on open roads.”

To convey this concept, Koichi fabricated all-new bodywork for the 2021-model Continental GT650. The aluminum fuel tank and tail hump recall the chunky vibe of older endurance racing machine, but with a more lithe and organic feel. But for Koichi, modifying just the bodywork wasn’t enough.

Compare this bike to a stock Enfield, and you’ll notice that their frame lines differ. That’s because Koichi modified the upper part of the bike’s frame to match the tank, and tweaked the subframe, all to reinforce the 1970s and 1980s race bike look he was after.

Next, he built a new front fairing out of carbon fiber. The headlight sits off to the side—another throwback to 1980s endurance racers, and another AN-BU signature. It’s mounted in an aluminum surround.

Also notable is the custom exhaust system. It snakes around the Enfield’s parallel twin motor, diving in and out of sections of the fairing that have been modified to accommodate it, before exiting via a single muffler on the right side.

Behind the fairing you’ll find a set of hand-made clip-ons, a Motogadget speedo and a massive endurance-style gas cap. You’ll spot a custom top yoke too, designed to clamp a set of 38 mm Kayaba forks, with a slight offset to make the Enfield’s handling a touch sportier. A set of longer, fully adjustable YSS shocks do duty out back.

Koichi also swapped the GT650’s spoked wheels out for a set of 18” alloys. They’re shod with Pirelli Phantom Sportcomps—tires specifically designed for modern classics, that combine a retro tread pattern with contemporary grip. The brakes are a combination of Nissin (front) and Brembo (rear) parts.

The finer details include custom rear set foot controls, which sit alongside drilled aluminum heel plates. The small LED turn signals and taillights come from Kellermann.

The paint job is quintessential AN-Bu. Koichi painted the fairing black, but did it in such a way that the carbon weave reveals itself in intense sunlight. The aluminum bits deliberately show off their imperfections, juxtaposed nicely against the leather seat.

“The bikes I build are designed to fit in with the city and to look good on the street,” Koichi explains. “But of course, I am also interested in the latest racing machines. Especially their technology, which is always evolving, and their mechanisms.”

“A bike that is fun to ride. This is the core of all AN-BU’s custom bikes and will never disappear.”

AN-BU Custom Motors Instagram | Images by Keigo Yamamoto | Info supplied by Tadashi Kono

The venerable Yamaha SR400 has been customized in every way imaginable—which is a testament to both the plucky little single’s longevity and its versatility. This 1988-model comes from Ken Ken Motorcycles in Taiwan, and it’s the perfect example of this. It combines the stance of a street tracker with the sensibilities of a chopper, to create something truly unique and charming.

Based in the port of Kaohsiung, Ken Ken Motorcycles is the one-man-operation of Ken Ken Jung. He isn’t short on imagination, and his portfolio spans myriad makes, models and custom build styles.

“The style is a mix between scrambler and tracker,” says Ken. “We kept it old school with some new ideas. Almost 70% of the components on the bike are hand made.”

The good news for Ken, was that the Yamaha SR400’s engine was in a decent condition; hooray for Yamaha’s legendary reliability. Most of the work happened on the outside, where he fitted a Keihin carb and a pod filter. Some of the engine’s original patina is still present, but other bits have been cleaned and polished.

The SR400 stands a little taller now, thanks to a set of forks scalped from another bike, and aftermarket rear shocks. Ken wrapped the fork uppers in custom made sleeves to bulk up the front end, and built a flat headlight nacelle that blends tidily with it.

The original hubs were relaced to a set of 19F/18R wheels. Ken decided to keep the drum brakes at both ends, but fabricated a ribbed aluminum cover for the right side of the front hub. The trials-style tires are from Shinko.

Next, Ken went to town on the frame by lopping off and rebuilding the subframe. It’s a cut above your average cut-and-shut job though, and is littered with tidy details. Note the end caps and recessed fasteners on the rear fender struts, and the drilled dress-up plates on the frame gussets.

Sitting up top are a custom-made fuel tank, seat pan and rear fender. There a hint of the SR400’s original design in the fuel tank’s silhouette, but the entire arrangement is refreshingly unique. The tank flows neatly into the seat, which is separated from the rear fender by a boxy tail ‘bump.’

Tucked into the frame triangle below the seat is a bespoke battery box that shows off more of Ken’s creativity and skill. Like the front hub, it’s adorned with ribs—this time echoing the pleated stitching on the custom seat. Ken also fabricated a sump guard for the Yamaha, new mounting plates for the foot pegs, and a host of other stuff that he’s probably forgotten to tell us about.

The few off-the-shelf that the SR wears fit right into the vibe that Ken has created. Those include a set of flat tracker bars from Bratstyle Japan, foot pegs from Posh Japan and grips borrowed from a SYM Wolf 125. A single mirror sits next to the top yoke, with vintage-style micro switches adorning the bars.

Bullet-style turn signals sit just behind the upper shock mounts at the back, and on a custom mounting bar just in front of the engine. The taillight’s finned housing is a custom part—and the bike even features a sensibly-located license plate mount. Finishing things off is an elegant high-mounted exhaust, running up the left side of the bike.

The bike’s earned the nickname ‘Tiger Shark,’ so Ken opted for a livery to match. Executed by Jeffrey’s Finishing Touch, the paint job is meant to mimic a row of shark fins. The effect is carried all the way to the rear fender; sitting in between is upholstery by Chac Leather.

Ken’s Yamaha SR400 has just the right balance of slick and raw finishes, with an easygoing nature that belies just how much work went into it. We’d ride it—and show it off at our local hangout—in a heartbeat.

Ken Ken Motorcycles Facebook | Instagram | Images by 蔡宗蒲 | With thanks to Saoirse Tien

Despite the company’s name, there’s nothing misshapen about Crooked Motorcycles‘ latest custom bike. This svelte Yamaha XS650 from the German shop is straight as an arrow; a riff on classic café racer style, infused with a little bit of Crooked’s personality.

It’s no accident then, that the shop has nicknamed the XS650 ‘Silver Arrow.’ “Right from the start, it was all about creating a clear line and still making the bike as rideable as possible,” Crooked co-founder, Dominikus Braun, explains. “The concept was minimal weight, a monochrome design and a clean silhouette.”

Crooked started with a 1978-model Yamaha XS650. Most of the running gear was usable—but the engine and wiring were tired. So the guys rebuilt the motor, and rewired the bike around a Motogadget control box.

Next, a set of Mikuni flat slide carbs went on, fitted with K&N pod filters. On the exhaust side, Crooked built a pair of tightly-tucked headers, terminating in a pair of silencers from the German exhaust specialist, Hattech. None of this was plug-and-pray though; Crooked tuned the carbs to make sure everything played nicely together.

Crooked were dead set on eking as much performance as they could out of the 45-year-old Yamaha, but they didn’t want to bore out the engine. So they added lightness instead.

That meant ditching the stock bodywork and starting over. The team modified a dainty Honda CB50 fuel tank to fit the XS650’s frame, then fabricated a modular bikini fairing of sorts. The slim front fender, tail bump and discreet inner rear mudguard are all custom pieces too.

“Ultimately, this gave us a weight reduction of about 25 kg [55 lbs],” says Dominikus. “This has greatly contributed to an improvement in riding dynamics.”

Taking the concept further, Crooked upgraded the Yamaha’s suspension by way of progressive springs in the forks, and new YSS shocks out back. The stock hubs and rims were still good to go, but they were re-laced with fresh spokes. They’re wrapped in Heidenau K34s—modern tires with vintage looks.

Moving to the cockpit, Crooked installed a classy Motogadget Motoscope Tiny speedo. It sits neatly just in front of the triples, tucked into the curves of the custom headlight nacelle. Also present are new clip-ons, a mix of OEM-style and push-button switches, and Motogadget grips and bar-end turn signals.

Further back, the bike’s solo seat wears an Alcantara cover with contrast stitching. Lower down, you’ll spot a set of rear-set foot controls from Raask.

An LED headlight sits inside the front of the fairing, complete with a daytime running light ring that complements the bike’s overall vibe. The taillight is a small LED, Frenched into the back of the modified subframe loop. A quick survey of the bike also reveals a custom chain guard, and a swingarm-mounted license plate bracket.

As per the brief, Crooked went minimal on this XS650 café racer’s finishes. It wears an elegant coat of silver, with the shop’s logos delicately placed on the fuel tank. The rest of the components are finished in contrasting tones of raw metal and black.

The overall effect is subtle, which is precisely why it works so well. Silver Arrow doesn’t scream for attention, but rather rewards it with a plethora of tasty and thoughtful details.

We wouldn’t change a thing.

Crooked Motorcycles | Facebook | Instagram

Classic silhouettes are the theme of this week’s Speed Read. From Unikat’s Harley-Davidson’s Sportster 883, to RF-Biketech’s Kawasaki Z1000R and a beautiful Honda CB400 café racer from Never Ending Cycles, we have three different build styles, riffed on by three talented builders. We end off with a new short film from Harley-Davidson, documenting their 2022 King of the Baggers campaign.

Harley-Davidson Sportster 883 by Unikat Motorworks The Sportster 883 has been reimagined in nearly every way you can think of—yet every time we say that, it seems like a new one pops up with details and considerations we haven’t seen before. This build from Unikat Motorworks in Poland takes the popular custom platform, strips it down, and adds unique, functional touches, while keeping the overall aesthetic very classic.

The man behind Unikat Motorworks is one Grzegorz Korczak, also known for his work as a visual artist. As an artist, Grzegorz knows that more is not always more, and a greater visual impact can often be obtained by removing mass and clutter. This is demonstrated beautifully in his latest Sportster build.

The bike’s owner approached Unikat with two goals: he wanted the bike to be comfortable, and he wanted the project to be fun for the builder. After tossing some ideas back and forth, the “city scrambler,” aesthetic was decided upon, and Grzegorz got to work.

Aside from the custom-fabricated tail loop, most of the modifications done to the 883 were conceived, fabricated, and then simply bolted on to the platform. An 18” rear wheel and 19” front pick the chassis up and give the bike a more scrambler-y silhouette. Öhlins shocks add a performance aesthetic, and a nice pop of yellow to go with the light-grey-blue paint.

A shorty rear fender was tucked under the new custom-upholstered seat. Tiny turn indicators were added both front and rear, with a small Bates-style taillight installed. Finally, the license plate was relocated to the left side of the swingarm.

To keep things clean at the handlebars, the speedo was relocated to the left side of the bike’s engine. An etched badge sits on top of the round headlight mount to indicate the bike’s maker—a nice finishing touch that the rider will see every time they’re on the bike. [Via]

Kawasaki Z1000R by RF-Biketech Eddie Lawson is an absolute legend. As a four-time GP World Champion, his reputation for finishing every race and not crashing out earned him the nickname ‘Steady Eddie’—even if the bikes he was riding at the time are sort of absurd by today’s standards.

Superbikes of the 70s and 80s were good at making power, but suspension, tires, and brakes still had a ways to go to catch up. So when a German customer that likes to ride on both road and track brought a 40-year-old machine in to RF-Biketech, it was clear where the builders needed to focus.

The starting platform was a 1981 Z1000 ‘J’ frame, which is the year the engine’s displacement was just under 1,000cc, so that it could still be raced in the Superbike class. Updating the Z1000’s frame was the first task on the list, with no corners cut. The steering head angle was adjusted, and extra material was added throughout the frame to strengthen it and reduce flex.

The rear of the frame was shortened, as there’s no longer a need for a passenger seat. The new plate bracket is easily removable too, to switch from road- to track-mode in minutes.

A lightweight custom aluminum swingarm was made through a combination of CAD design, CNC milling and hand fabrication. This was then paired with a set of fully adjustable shocks to maximize the new swingarm’s effectiveness. HyperPro forks mount to beefy new triple trees, while clip-on handlebars and adjustable rear-set foot controls put the rider in an aggressive and race-ready position.

While the story of the ‘J’ frame and early superbike homologation is very interesting, it doesn’t need to play any role in how this machine functions. So that just-under-1,000 cc engine was replaced with a high-compression 1,170 cc unit out of a GPZ1100.

Fitted with RS36 flat slide carbs, pod filters, and a custom four-into-one exhaust system, the bike now puts out over 130 hp and weighs less than 200 kilos [441 lbs]. [Via]

Honda CB400F by Never Ending Cycles Few platforms exemplify café racer style like a 70s Honda Super Sport. But by building on a platform known for this style, you’re jumping into a pool filled with very talented builders. Luckily the team at Never Ending Cycles was up to the challenge.

The build started with a father wanting to give his sone a graduation present. Looking for a stylish and reliable platform, they chose a 1975 Honda CB400F Super Sport—a bike that was both smooth and quick for its time, but more importantly, a damn fine looking machine with clean lines and a snaking four-into-one exhaust system.

Based in Wisconsin, Never Ending Cycles is known for vintage German and Japanese metal, placing this inline-four comfortably in their wheelhouse. The build was to be a reliable daily rider with enough style and flair to keep things exciting, so a set of inverted forks off of a Suzuki GSX-R were installed, along with its brakes.

Next, an aftermarket café-style tail section from Tuffside was added. The new custom bodywork blends with the classic Honda lines, all painted white and blue. Custom grips match the newly upholstered seat in quilted brown leather.

Finally, the bike was completely rewired with a new battery tucked into the tail section. Rolling on new hoops, equipped with LED lighting and looking clean enough to eat off, it’s the nicest graduation gift we’ve ever laid eyes on. [Via]

Pushing the Limit documentary Bagger racing is arguably one of the most absurd and entertaining things to happen to motorcycling in decades. The bikes are huge, and they have absolutely massive engines with every drop of power squeezed out of them. What’s not to love?

Now Harley-Davidson has released a new film to celebrate the 2022 King of the Baggers racing season. Titled ‘Pushing the Limit,’ the film, which is just over an hour long, focuses on the Wyman brothers, H-D’s factory bagger racers, as they practice, tune, and race these incredible machines.

We hear from the racers, the crew, and from higher-ups at Harley-Davidson, about just what makes this racing so special, and why Americans all over have totally fallen in love with this new take on the sport.

Follow along as they tour the country racing baggers and get excited for the 2023 season, which kicked off this weekend with the first race in Daytona Beach, Florida. The video is totally free to watch on YouTube right now—just hit play below.

If you’ve ever fantasized about building a Harley-Davidson Sportster flat tracker, there’s a good chance that you’ve pinned a couple of Richard Pollock’s bikes to your mood board. Better known as Mule Motorcycles, Richard has been building flat trackers since day dot and has mastered the art. He can make a Sportster go fast, turn left and look spectacular.

His latest custom Harley Sportster is pure fire. Built for a friend who races in the Hooligan flat track series on the US West Coast, it has a level of fit and finish that you’d expect from a pro race bike. It looks sharp as heck too, draped in Harley’s iconic racing orange.

Richard kicked the project off with a 1987 Harley-Davidson XL1100 Sportster frame, sent over by his racer friend’s sponsor, Barnett Harley-Davidson in El Paso, Texas. He quickly stripped it down to the bare essentials, cutting off superfluous bits like the side stand mount and a portion of the subframe.

Hooligan rules are designed to keep the series uncomplicated and fun, so there are limits to how much you can tweak a chassis. You can’t change a bike’s steering neck, swingarm pivot location or upper shock mounts, and any changes to the stock geometry must be done via bolt-on parts. But Richard knows how to squeeze the most out of a bike, regardless.

At the front end, he slammed on a set of adjustable triple clamps from Durelle Racing, with the front forks from a 1991 Honda NT650 Hawk GT. Out back, he relocated the Sporty swingarm’s lower shock mounts, and installed a set of K-Tech Razor shocks. Between the adjustable triples and the height-adjustable shocks, this flat tracker can now be fine-tuned for optimal results.

The billet wheels are 19” flat track-specific items, supplied by Lowery Racing and wrapped in Shinko rubber. Keen eyes will notice that there’s more meat on the rear wheel than there is on the front; the extra weight helps with traction on slippery tracks.

For the motor, Richard had initially planned to build a race engine from hand-picked parts. But then serendipity struck. “Out of nowhere—or, more to the point, the opposite side of the United States—popped up a Buell X1 Lightning crate motor, un-started, from 2001,” he tells us.

In the end, buying and shipping the Buell mill cost about 60 percent of what building a new unit would have—so it was a no-brainer. Richard installed the power plant, along with a re-jetted Sportster carb and a Daytona Twin Tec single-fire ignition.

Moving to the bodywork, Richard ordered a fiberglass fuel tank and tail section from First Klass Glass in Michigan. They’re quintessential Harley flat track pieces, and a common sight on Mule builds. Longtime collaborator, David Tovar at SBK Paint, tackled the eye-popping livery.

A race-specific number board sits up front—but this is no flimsy, cable-tied affair. Look closely, and you’ll notice that it sits on CNC-machined mounts that clamp to the forks, and can be swapped out in minutes.

Further back are a set of aluminum AFAM handlebars. “I’ve saved them for at least ten years, after using them for a couple,” says Richard. “These bars were known for being mega strong and extremely bend resistant. A perfect fit for the rock-em’-sock-em’ world of Hooligan racing on small tracks.”

The bars wear only a Buell throttle assembly, a kill switch and a clutch lever. So there’s little to replace in case of a crash.

If you’re looking for where the key goes, you’ll be looking for a long time. The bike switches on via a covered toggle switch, mounted to the left of the Sportster’s custom battery box. Fabricated from aluminum, it attaches to the bike where the heavy OEM steel box used to sit, via rubber-mounted recessed fasteners.

Clever details like this are splattered all over this race bike. Sitting on the right side is a stunning CNC-machined mounting plate for the foot peg and brake master cylinder; a part that Richard plans to use on several bikes that are currently in his build queue. It was machined by a family-owned company that he discovered shortly after moving from California to Idaho.

He also credits brothers Chuck and Tommy Connell, for helping him weld up the bike’s tightly-tucked two-into-one stainless steel exhaust. “Lots of guys running Sportsters seem to like the two-two high pipes,” he says. “But for close racing on tight tracks, the low pipe doesn’t put your leg way out and burn your inner thigh.”

There’s more wizardry out back, where Richard combined a Yamaha TZ750 rotor, a late model Honda CB500 front brake caliper and a custom-made carrier to construct the bike’s sole brake. Fast Blast and Coat finished the build off, powder-coating some parts and Cerakoting others.

As always, Mule has delivered a drool-worthy flat tracker that ticks every possible box. And it goes as good as it looks, too.

“The first race outing was a success,” Richard tells us. “The engine is super smooth, quiet and starts instantly with a touch of the button. Handling was right on the money with gobs of power.”

Mule Motorcycles | Instagram

We never imagined that the adage “win on Sunday, sell on Monday” could apply to baggers… but here we are. To celebrate their victory in last year’s King of the Baggers racing series, Indian Motorcycle are making their race-spec Indian Challenger RR available to the public.

And we do mean race-spec. The $92,229 Indian Challenger RR is a track-only motorcycle, built by the team at S&S Cycle to the same spec as the bike that Tyler O’Hara won last years King of the Baggers championship on. Limited to just 29 units (because O’Hara’s number is #29), it’s about as niche as you can get.

The Challenger RR is a far cry from the ‘regular’ road-going Challenger, and boasts a spec list beyond the reach of mere mortals. Yes, the lights are fake and the windshield is trimmed—but those aren’t the juicy bits.

For starters, the Challenger RR’s engine sports a 112 ci big bore kit with CNC ported heads, plus upgraded camshafts and adjustable rocker arms from S&S Cycle. The air intake, 78 mm throttle body, clutch cover, chain drive conversion and two-into-one race exhaust are all from S&S too. There’s also a quick-shifter, a fully tunable ECM from Maxx, and an AIM DL2 dash with a built-in data logger.

The chassis hasn’t been neglected either. Adjustable S&S Cycle triple clamps sit up front, gripping a set of Öhlins FGR250 forks. A race-spec S&S Cycle swingarm does duty at the back, hooked up to an Öhlins TTX rear shock.

The wheels are 17” race hoops, shod with Dunlop race tires. A pair of Brembo M4 calipers grip 330 mm discs up front, with a Hayes caliper at the rear matched to an EBC disc. Both ends us SBS brake pads.

Then there’s the Challenger RR’s wild-looking custom bodywork. The fairing is actually a stock part, but it sits on an adjustable fairing mount from S&S.

The lights have been swapped for an aero headlight insert, and the stubby windshield actually extends further ‘down’ the face of the fairing than the OEM part. Together, those parts effectively create a smooth surface to aid in aerodynamics.

As the name implies, race baggers must race with panniers. But on this bike, those panniers are made from carbon fiber, and tucked in high to aid in cornering clearance. A raised race seat from Saddlemen sits up top, with a fiberglass rear fender finishing off the tail end of the bike.

Other S&S Cycle parts include a new belly pan, rear-set foot controls, and peculiar adjustable handlebars that look like a hybrid between touring bars and clip-ons. A number of smaller protective parts are littered throughout the build too.

Added up, this makes for a motorcycle that Indian claims can get you on the King of the Baggers podium—if you have the skill to extract the maximum potential from it. And if you live in the USA, Australia, New Zealand, France, Germany, the United Kingdom or Japan—because those are the only countries it’s available in.

It’s hard to deny bagger racing’s popularity, and the way it’s exploded over the past couple of years. The question is whether a $92,229 motorcycle that’s designed for one extremely specific purpose makes sense.

Not to the everyman, no. But we can see Indian selling these to teams that want to break into bagger racing—or collectors with very deep pockets.

[LINKS]

Simone Conti has what many custom motorcycles builders strive for—an instantly recognizable style. Working under the banner of Simone Conti Motorcycles, the Italian craftsman creates machines that look fast, aggressive and futuristic, like two-wheeled mechanical aliens. His style is so distinctive, that when he told his friends he was about to customize a Yamaha XS650, they scoffed.

“I had this 1971 Yamaha XS650 engine,” Simone tells us, “and I thought I could make a bike with an old engine and a modern aesthetic. All my friends told me that it would never be beautiful, because the engine has totally different lines.”

Determined to prove his friends wrong, Simone set out to build one of his wildest motorcycles yet. Calling this a custom XS650 is actually a bit of a stretch, because the only original parts left are the engine, transmission, wheels and rear brake. Everything else was either upgraded—or scrapped and remade from scratch.

Yes, that includes the chassis, too. The XS650’s twin cylinder mill no longer sits cradled in its original steel frame. Instead, it’s suspended from a full aluminum setup, designed and fabricated by Simone.

It’s a modular design; the front half and the subframe are tubular pieces, with a set of CNC-cut mounting plates tying everything together. Once Simone had built the individual pieces, he set everything into a jig and put it all together, like a life-sized Meccano set.

The boxy swingarm looks like it came off a sportbike, but it’s also a custom piece. It’s hooked up to an Öhlins shock, and makes allowance for the XS650’s OEM drum brake hub.

Simone kept the Yamaha’s original 19F/18R wheels, but upgraded the front suspension and brakes. The forks are from a Honda CBR600RR, and the twin brake calipers are Brembo units. For the tires, Simone paired an Avon Speedmaster (front) with a Dunlop K825 (rear), to mix a classic touch into the bike’s otherwise futuristic vibe.

Metal shaping is Simone’s forte—so this XS650 is swathed in handmade aluminum parts. The vibe is lithe and muscular, and if we had to guess, we’d say that Simone’s mood board is covered in pictures of futuristic jet fighters and anime robots.

From the nose cone, through to the sculpted fuel tank, waspish tail section and generous side fairings, each piece is heavily sculpted and loaded with tiny details. We love the juxtaposition of sharp edges and visible welds, and the way Simone has worked a plethora of vents into the design. Quarter-turn fasteners on the fairing prove that he’s considered the practical side of owning a servicing a motorcycle like this, too.

This Yamaha sports even more custom goodness, in the form of a number of custom carbon fiber parts. But since that’s outside of Simone’s wheelhouse, he first prototyped everything out of aluminum—and then called in reinforcements.

The aluminum templates were handed over to a friend, Ivan Motta (who also handled the bike’s striking paint job). Ivan collaborated with a kiteboarding company, Devils Kiteboarding, to build molds and reproduce each piece in carbon fiber. The new carbon parts include the vented front brake scoops, rear wheel covers, rear hugger, exhaust heat shields, and shields for the engine’s pod filters.

Simone would have been happy with ‘regular’ woven carbon, but Ivan had a better idea. All the parts were shaped using unidirectional carbon—a non-woven type of carbon with a unique look to it. The carbon contrasts the raw aluminum and candy aquamarine sections perfectly.

The Yamaha is finished off with a smorgasbord of smaller one-off parts. Simone made the foot controls and heel plates himself, as well as the twin stainless steel exhaust system. The slash-cut silencers use a combination of carbon fiber and aluminum tubing.

Not too many custom builders would try to turn a Yamaha XS650 into a neo-futuristic café racer, but Simone has pulled it off spectacularly. But do his detractors agree?

“My friends said that I was right,” he says with a smile.

Simone Conti Motorcycles Facebook | Instagram | Images by Mattia Negrini