by Silvian Secara from https://www.autoevolution.com It was nicknamed ‘Ducati Odioso’, but ‘Bubblegum’ might’ve worked just as well, if you ask me. Believe it or not, the starting point for this outlandish project really was a 1999 Ducati ST4. While this may not be your first pick for a donor when looking to create a sidecar motocrosser, the daredevils over at Revival Cycles are always up for a challenge. Besides the ST4, their options were limited to a Triumph Bonneville, an MV Agusta Brutale or a Moto Guzzi Centauro. Obviously, not a single one of these bikes were suited to the workshop’s vision. Nonetheless, the Revival pros decided to work with whatever they had available and chose Ducati’s fierce monstrosity as the cornerstone for their ambitious undertaking. Sure, the end result may be a little (uh, very) unorthodox, but we’ll have to agree that it’s a genuine example of unrestrained creativity. To be frank, I find it truly fascinating! For starters, let’s go back to this thing’s roots and remind ourselves where it all began. The 1999 Ducati ST4 is brought to life by a ruthless four-stroke DOHC V-twin powerplant, with a gargantuan displacement of 916cc and four valves per cylinder. When prompted, this liquid-cooled bad boy will unleash up to 105 hp at 8,500 rpm, along with 61 pound-feet (83 Nm) of torque output at 6,500 revs. It is nested inside a steel trellis frame and coupled with a six-speed gearbox, which channels the engine’s brutal force to a chain final drive. Ultimately, this vicious two-wheeler is capable of accelerating 0-62 mph (0-100 kph) in as little as 3.2 seconds, while its top speed is rated at a glorious 151 mph (243 kph). Stopping power is handled by two 320 mm (12.6 inches) brake discs and four-piston calipers up front, joined by a single 245 mm (9.65 inches) rotor and a two-piston caliper on the opposite end. In terms of suspension, ST4 is supported by a set of Showa 43 mm (1.7 inches) inverted forks at the front, along with a fully adjustable monoshock and an aluminum swingarm at the rear. Now, since Revival Cycles’ Odioso has very little in common with the original bike, there’s no need to go into any other details. For starters, the firm unveiled Ducati ST4’s ferocious V-twin mill by stripping away the entirety of the motorcycle’s bodywork. The next step consisted of building a custom sidecar from scratch, using chromoly tubing and a long travel swingarm. This was followed by a rearrangement of ST4’s components, including the oil cooler, lithium ion battery and radiator. These are now housed by the sidecar, offering an even weight distribution throughout the structure. Additionally, the standard Showa forks were removed to make room for KTM’s off-road capable suspension. On the opposite end, you will notice a one-off setup that prides itself with a Ducati Monster’s alloy swingarm and an Ohlins coilover shock. The latter can also be found on the sidecar. Odioso crawls on a pair of 17-inch multi-spoked aluminum wheels, enveloped in all-terrain rubber. The Revival team equipped the wheels with high-performance Brembo brakes and crafted a new fuel tank to match the desired aesthetic. To top it all off, the bike was rewired using a Motogadget M-Unit and a unique saddle was upholstered in-house. Finally, the oddly colorful paintwork intends to reflect the sheer amount of pure fun to be had while riding this untamed animal. It might be slightly unconventional, but it’ll certainly make this funky piece of machinery stand out! What are your thoughts on Revival Cycles otherworldly Ducati ST4 makeover?

by Silvian Secara from https://www.autoevolution.com

It looks like Peter Parker has a mechanical soulmate!

The Spider’s story begins as a regular 1995 model in Honda’s CB750 F2 family. A Polish motorcycle surgeon, by the name of Krzysztof Rogalinski, tackled the painstaking task of breathing new life into this weary two-wheeler. Needless to say, his spectacular creation is (almost) an entirely different animal. However, for comparison’s sake, we’ll start by having a quick look at what the original bike was capable of.

While the MY ’95 CB750 F2 wasn’t exactly what you’d refer to as impressive or groundbreaking in any way, it wasn’t entirely disappointing either. Come on folks, we’ll have to at least give it some credit for the latter, right?

It is put in motion by a four-stroke DOHC inline-four engine, with a generous displacement of 747cc. At 8,500 revs, the air-cooled mill would generate up to 73 hp, accompanied by 46 pound-feet (62 Nm) of torque output at 7,500 rpm.

Additionally, this piece of machinery comes equipped with four 34 mm (1.34 inches) carburetors that help it breathe with ease. As to CB750 F2’s drivetrain, a five-speed manual gearbox allows for the powerplant’s force to be handed over to the rear wheel by means of a chain final drive.

Up front, the entire structure rests on a pair of 41 mm (1.6 inches) telescopic forks, joined by dual adjustable shock absorbers on the opposite end. The front wheel wears twin 296 mm (11.65 inches) brake discs, coupled with two-piston calipers. On the other hand, you will find a single 240 mm (9.45 inches) rotor and one-piston caliper at the rear.

I know, you’re probably thinking this whole shebang sounds painfully average, and I’m not about to disagree. Hang in there though, we’re just about to dive into the exciting part!

Krzysztof Rogalinski (aka KrisBiker) specializes mainly in restoring motorcycles of all shapes and sizes. However, he decided to pursue a more creative undertaking and blessed a mediocre ‘95 Honda CB750 F2 with a welcome makeover. As such, this undistinguished machine morphed into a groovy cafe racer that’d look right at home in a Spider-Man movie.

“In January, I completely restored a Russian Ural M63 in 30 days using 98% original parts,” explains Rogalinski. “I thought a cafe racer project would be a walk in the park. I was wrong.”

Firstly, he modified the bike’s frame to accommodate a ‘70s CB550 F’s fuel tank, as well as a one-off saddle that matches the desired aesthetic. The gifted craftsman continued by installing a fresh set of Gixxer forks, along with a pair of Ohlins shocks on the other end.

The Spider rolls on 17-inch Excel multi-spoked wheels, hugged by Pirelli’s top-of-the-line Night Dragon tires. At the front, the wheel is dressed in dual 318 mm (12.5 inches) floating discs and Brembo brake pads, coupled with a CBX750’s caliper and a single brand-new brake disc at the rear.

In terms of F2’s inline-four powerplant, Rogalinski treated it to a full restoration and recalibrated its carburetors to optimize their behavior. To top it all off, he honored the 747cc mill with a splendid satin black finish, as well as an aftermarket four-into-one exhaust system that guarantees a healthy performance upgrade.

Next, he relocated the electric components to Spider’s modified swingarm and provided his creation with a full LED lighting kit. Besides a considerable weight reduction of 46 lbs (21 kg), the reborn Honda CB750 F2 prides itself with Accel clip-on handlebars – a must-have item for any respectable cafe racer.

And there we have it. Now that we’ve wrapped this up, why not pay KrisBiker a visit on his Facebook page and show him some love for his two-wheeled marvel?

Motorcycles and Art with Moxie in Sturgis 2020

For the last 12 years Michael Lichter has put on a Motorcycles Art Exhibit for Sturgis Rally riders at various locations.

Industry Guests had a special showing on Sunday by invitation only. The event was also open to the public for Free from 2 P.M. to 10 P.M. Saturday August 8 through Friday August 14, 2020

This year’s show was named Heavy Mettle and like previous years included the who’s who of the motorcycle builders from around the world.

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by Daniel Patrascu from https://www.autoevolution.com

The Street motorcycle is the cheapest two-wheeler in the Harley portfolio, and it represents for most riders the entry point into the realm of the world’s most famous bike maker. As such, the range has been a sales leader in developing markets such as India ever since its introduction.

The Street 750 came to the world in 2014 as the bike maker’s first new model in more than a decade. It quickly grew to become exactly what was needed to tackle the need to expand in emerging markets. And selling lots of Streets meant that soon there were countless garages taking their own shot at the line.

The one in the gallery above was considered six years ago “the first officially sanctioned Street custom from an independent builder.” It’s a significantly modified 750 handled by an Indian garage called Rajputana Customs.

The shop specializes now in reimagining several bike makes, but have a soft spot for the Royal Enfield brand. Yet they seem quite apt at giving a new direction to Harley bikes as well.

It took the garage four weeks to put this thing together, and quite a lot of work went into it. Rajputana went for a more road-friendly approach by replacing the original forks with Suzuki GSX-R forks that are 25 percent stiffer, the dual shocks have been pulled out and a monoshock was fitted, the subframe replaced with a new one, and finally the belt drive was scrapped in favor of a chain.

Visually, the bike looks much more massive than the stock 750. That is owed to the fat tires and the swept down handlebars. The fuel tank is no longer were it used to be, as it was raised at the rear, and the fuel cap moved from the right to the left side.

We are not being told how much the conversion cost, or what happened to the bike after it was completed. Rajputana’s website no longer lists this Street 750 as one of their products, but does list another version of it called Makku V2.0.

from Lijee Philip from https://economictimes.indiatimes.com

Harley plans to hitch a ride with two-wheeler makers, Classic Legends, Hero Motocorp frontrunners

Mahindra’s Classic Legends could be the obvious choice for the iconic leisure bike making company as it aligns very well with M&M’s approach of catering to the premium end of the market with marquee brands , and for Harley, it gets a local company with a large manufacturing facility and an established local supply chain.

After its global restructuring efforts to make Thailand its main hub for Asia Pacific, Harley Davidson is now understood to be exploring potential collaborations with Indian two-wheeler makers. The two possible names doing the rounds are Mahindra NSE -0.82 %’ subsidiary Classic Legends and Hero Motocorp NSE -1.89 %.

The potential Indian alliance partners could do contract manufacturing for Harley Davidson in the mid-size motorcycle space – in line with Bajaj-KTM or TVS-BMW.

Mahindra’s Classic Legends could be the obvious choice for the iconic leisure bike making company as it aligns very well with M&M’s approach of catering to the premium end of the market with marquee brands , and for Harley, it gets a local company with a large manufacturing facility and an established local supply chain.

Classic Legends was established to re-introduce iconic marquee motorcycle brands in the market and currently retails the Jawa motorcycle brand also owns iconic brands like BSA & Yezdi.

While it started of with impressive sales numbers, delays in deliveries and quality issues makes it difficult for the company to meet the growing demand.

Hero Motocorp has stated that it’s open to partnerships to get a stronger foothold in the premium segment. Market leaders in entry level/commuter and the 125cc segments, it lacks premium bike building capability.

After several attempts, Hero has finally managed to break-into 200 cc segment with Xtreme, but bikes beyond 350 cc domain does not exist with the maker of Splendor, with Harley coming on board, the positioning would have been quite complementary in nature.

Harley-Davidson has been scouting for alliance partners in India with a manufacturing and distribution network to make lightweight motorcycles in the sub-500cc category. Under the new CEO, things are being reviewed again, say sources. ..

While the contours of the agreements are still being worked on, sources say it will be a non-equity partnership to make bikes targeting the small displacement category.

To a detailed email query , Harley Davidson, Mahindra ,Hero Motocorp and Royal Enfield said it does not comment on market speculation and rumours.

“On its own and with limited volumes, Harley will struggle to localise. By partnering with a local company, Harley will not only be able to shed fixed cost, but also accelerate sourcing with the help of the local partner. Over the last five years, the company has explored mid-size motorcycles for India and India like emerging markets. Its model developed in China has a potential to cater to the Indian market,” said one of the several people in the know of the company’s plans.

Earlier this year, Harley partnered with Chinese motorcycle maker, Zhejiang Qianjiang, mother company to Benelli, to launch Benelli 350 and the Harley-Davidson 338. Such kind of a smaller capacity motorcycle will be important for the Milwaukee cult brand which has been seeing slower sales in the country.

The good doctor came over to work on his Pandemic project yesterday and brought two Covid antibody tests, one for me and one for the Redhead, who deals with the public everyday at a local marina. I recently returned from South Dakota after the rally. Just to let you know; I’m not infecting anyone after Sturgis, I was cleared of ever having Covid, so was the Redhead.

I’m surprised anyone reads any media or watches any news programs, especially after their reports on Sturgis. Hell, I immediately refused to subscribe to the Week Magazine again after they called the rally a Covid Spreader. The numbers were ridiculously low, but they still blamed bikers. You were way more likely to contact the disease by staying home. So, I asked the doctor to define the various tests. For instance if folks received some of the tests, they could have come into contact with the disease months before the rally. They could have also had some contact but were not contagious. The media just wanted to blame bikers.

See below:

Hey,

This is a test with Sam’s Picks of the Week as a backdrop. I’ve been bugged about a book about my life. But my life is checkered with ups and down and violent does and don’ts. So, this is sort of an attempt at an outline or rough story line. There won’t be a lot of description, just brief reflections on events.

I’ve bobbed and weaved and been damn lucky in so many respects. It’s like riding a fast motorcycle. Some guys can’t ride around a city-block without ending in a bone-jarring accident. A buddy of mine called today and talked about a biker’s walk. It’s an interesting gate or wobble with all the broken bones and a painful history of asphalt torn ligaments.

Some guys can’t get drunk without being beat to death by some gang behind a bar. Somehow, I survived a handful of such encounters even when I wasn’t drunk.

George Christie wrote a book and pissed off everyone. Then he switched it to fiction and some guys are trying to make a biker series about it in Spain. The Covid held up the shoot schedule, but they built a cast, and after Sturgis proved Freedom and motorcycles are better than masks, they set a shooting schedule starting in October.

I know George was sorta pissed at the club after being a member for 35 years he thought he could retire but got kicked to the curb, so his sizzling attitude guided his book effort. Survival was also a factor. There is no Hells Angel pension plan.

I strolled into a Chinese restaurant in the late ‘70s and opened a fortune cookie. The crumpled fortune cookie unraveled to declare, “You Will Be Lucky for Life!” I carried that glorious puppy in various leather wallets for 40 some years. Okay, fuck it. Let’s get started:

I grew up with violent parents who didn’t allow disrespect in any form and swatted and whipped my brother and I until we escaped. At five I started to run away. At 16 I tried it again. At 18 I succeeded and escaped to Vietnam for three tours aboard the 1st fleet flag ship, the St. Paul, a heavy cruiser. My brother did the same a year later. He ended up a captain of a river boat in Cambodia. Neither one of us wanted to have children, although I had a girlfriend who surprised me with my only son Frank. I wasn’t much of a father, mostly gone, being a biker.

My brother and I didn’t want to have kids, because in no way would we ever put a kid through what we went through. My brother responded to the violence differently than I did. That’s one of those massive lessons in life. No matter how I look at something, nobody else has the same slanted view of what happened. Nobody reacts the same way.

My dad was tough as nails and worked running a machine shop in the oil fields. Nobody fucked with him. He was a Seabee, WWII, Guadalcanal veteran. He liked to say, “If we fight, we fight to the death.” At about four my stepbrother was electrocuted flying model airplanes in Bakersfield, and that made me the oldest. A couple of years later my uncle and his son were assassinated in their sporting goods store in downtown Long Beach. My dad made them lead sinkers to sell as they struggled to make a go of it in the ‘50s.

Most of our violence came from threats, smacks, belts and punches from our parents. As teenagers my brother and I fought constantly, perhaps to relieve the tension. We had a cabin in Trabuco canyon, just down for Cook’s corner. One weekend I almost beat my brother to death in that cabin. He had a strange defeatist notion in violent situations and refused fight. “I’m not going to fight you, but fuck you anyway,” he’d tell someone. That got him into a couple of jams. Now that I think about it, that’s what my parents taught us, when it came to interactions with them. We could never speak up or defend ourselves. That’s maybe why I’m terrified of public speaking.

Once David did his thing in a black neighborhood where we were making up for bad algebra grades, during a sizzling summer school class. I had to escort him to classes for the rest of the semester.

I didn’t like fighting, but there was a violent edge to my surroundings, and I wouldn’t duck out, as much as I wanted to. I was in a High School fraternity for a short spell and we were fucked with by another club. I’ll never forget sitting in a lowered car in one of the first Mac Donald’s waiting for the gang to arrive.

We ended up face to face is a parking lot somewhere outside a school, in 1964, with tire irons and clubs. Our leader chose-off the leader of the other group and he backed down. We probably looked sorta tough, even if we didn’t feel it. I left the fraternity and bought my first motorcycle, a Honda 55 super cub and immediately wanted to customize it. Maybe I wanted to escape, and motorcycles became the path.

There weren’t many bike guys at our high school. My dad would not help with my used purchase, in fact he hated bikers and told me a story about a biker. Dad was a John Wayne time, neat and clean shaven. He drove the same way to work daily for 40 years, and a biker showed up one day on a new Triumph. As the months passed the kid’s hair grew, he grew facial hair and modified his motorcycle. One day he went down in some oil in front of my dad. He pulled over and confronted the kid on the concrete scrambling to get out from under his bike. “Are you alright?” My dad asked.

“Yes sir,” the kid said.

“Well, it serves you right,” my dad said, “you son of a bitch.”

I started to understand that I wasn’t a joiner, or I was constantly disappointed in groups of folks. They turned on each other. Like cops you call for help. They’re not going to go fuck with your neighbor, but if you have a joint in your ashtray you could go to jail.

I joined the navy, went to electronics schools on Treasure Island in Oakland, then to Vietnam where we bombed the shit out of the coast for three years. Sailors got drunk and into fights on the busses back and forth to whatever base we were docked at in Japan or Bangkok. Drinking wasn’t my thing, but girls were. I would rather find solace with a young prostitute that sit with a bunch of guys and get shit-faced.

I started to work out with weights, and I boxed some. I started training with some guys in the helicopter hanger in the stern of the heavy cruiser. It was mostly fun and good for us until they announced the smoker competition. Then shit got sorta serious. There was a giant black guy with monster arms who taunted me constantly, then the bastard didn’t sign up for the heavyweight bout. Again, I was scared shitless, but ready to go three rounds with the big guy.

Again, that notion of perception seemed to loom. I didn’t know it, but I was on a search for something. My first tour was short but like war. We went to general-quarters a couple of times a day and raced toward the coast. We could hear the artillery firing back at us as we swung to the port and unleashed nine 8-inch gun salvos at the coast. We were hit once, a hole the size of a Toyota compact in the side of the bow. During the second 7-month tour, I was determined to buy a new 1969 Sportster, which I did at Long Beach Harley when we returned.

This time the captain had a mission to shower Vietnam with more shells than anyone had ever dropped on this little sweaty, lush green country. Must have been a competition to become Admiral. I fucked up over sound powered phones, while in the command center. The Captain called me to the bridge, and I was forced to stand at his side for a few hours, while he told me how hard he worked. I was wearing a dungaree shirt with a peace sign drawn with a felt pen over my chevron. It didn’t go well and on my next report they used impunity in my description.

A few brothers started to get together to smoke a joint and listen to In-A-Gadda-Da-Vida and the wild toons from the era. We huddled in the back of an 8-inch gun turret. When another turret fired our record needle jumped across the vinyl. We had to find another stash for our weights and went back to training in confined spaces.

In a gadda da vida, honey
Don’t you know that I’m lovin’ you
In a gadda da vida, baby
Don’t you know that I’ll always be true
Oh, won’t you come with me
And take my hand
Oh, won’t you come with me
And walk this land
Please take my hand
In a gadda da vida, honey
Don’t you know that I’m lovin’ you
In a gadda da vida, baby
Don’t…
Oh, won’t you come with me
And take my hand
Oh, won’t you come with me
And walk this land
Please take my hand

During one of our many stops in Subic Bay the town of 300 nightclub/brothels and three restaurants, I had to rescue some of my shipmates from a wild riot in the dirty streets.

I got a sense of some notorious situations and sometimes found myself lucky to know when to turn the flame down or pull back. We ultimately dropped 87,000 rounds on the Coast of Vietnam in 1968.

When I returned, I hit Long Beach Harley, quick, on a Monday. They were closed. I also went to Bank of America for a loan. “We won’t give you a loan for two reasons: You’re in the service and it’s for a motorcycle.” I never did business with BOA again and my dad pulled all his accounts after 30 years of business.

I started to see a girl and fell in love. She was soft as satin with a heart of gold. We were stationed in San Diego and I rode that Sportster back and forth to Long Beach at the drop of a hat. I rode in the fog and almost fell asleep. I rode in the rain. I rode in the cold and I rode every path I could come up with to get to her side for even a few hours. One path led off a short cliff into scattered underbrush.

I didn’t know shit about Harleys, but I knew the oil fields, a machine shop, welding and wrenching. I started to learn motorcycles, quick. It was a kick-only XLCH and I didn’t get the Tillotsen carb. I flooded it every time and sometimes kicked for an hour, until it warmed up.

I got married for the first time to this delightful woman, Laurie and headed out to Vietnam again. My mother wasn’t happy. Laurie’s father was a salesman and her mother was fooling around on him. The whole family went to hell.

After my third tour I couldn’t wait to ride. Laurie, who would come out on the porch and start to cry anytime I peeled out with a group of riders. She took my photo on the Sportster, which I had painted while I was gone. I had the forks extended and my dad and I extended the risers. There was a transformation in our society. Dad, who believed the government could do no wrong shifted as we neared the late ‘60s.

I looked like a monkey fucking a football and immediately sold the Sportster and bought a 1966 Long Beach Cop bike, a Shovelhead. I immediately started to tear it down. I had a burning desire to do everything myself and tried. When brothers were scrambling to make it to the next Grateful Dead concert, I worked on bikes for friends and myself.

I was still searching for something bigger than myself. It was in most part, right at my fingertips, two-wheeled creativity. As a kid my folks forced my brother and myself to attend church. “We don’t care what church you go to, just get up and go to church!”

We begrudgingly hauled our scrawny asses to one church after another. The Catholic church intimidated us; other churches didn’t feel real. We kept looking until we found a little Lutheran church a few blocks away. I settled in and studied the bible, became a choir boy and was ultimately baptized. Laurie was a born-again Christian and I started to question organized religion.

I questioned a lot of shit through my life. I question the notion of Climate Change and started to study the facts. It seemed correct but had holes and was ultimately all about control and they used lies to support it. Two things stood tall for long run, Freedom and motorcycles.

Finally, when the St. Paul announced a fourth tour to Vietnam, I had to escape that big gray bastard. The company kiss-ass was offered a new assignment on a small destroyer, the USS Maddox, purportedly headed back to the dying conflict even sooner.

[photo 1014013]

I researched it and discovered its new assignment as a reserve training tin can. I took the orders and held my mud until the day I loaded my seabag and hit the road. For the rest of my naval stretch, I was stationed in my hometown, Long Beach. 

Okay, what do you think so far? This is a fascinating exercise. It’s a search for the meaning of life. I’m constantly studying writing and I ran across a lecture series by James Scott Bell. This guy is sharp and I’m trying to follow his code of the west, which brings up a larger topic: my fucking life and everyone’s life.

–Bandit

OFFICIAL TRAILER (will be live at 8:30am PT/11:30am ET):

The trailer for “Long Way Up,” the epic, new Apple Original series from stars Ewan McGregor and Charley Boorman is now available. The first three episodes of the 11-part unscripted series will premiere globally on Apple TV+ on Friday, September 18. New episodes will roll out weekly, every Friday.

“Long Way Up” reunites McGregor and Boorman for the ultimate adventure in travel and friendship after more than a decade since their last motorbike adventure around the world. In their most challenging expedition to date, the two cover 13,000 miles over 100 days from Ushuaia at the tip of South America to Los Angeles.  In order to contribute to the sustainability of the planet, the duo travels on modified electric Harley-Davidson LiveWire® motorcycles.

Using cutting-edge technology, they travel through 16 border crossings and 13 countries along with their longtime collaborators, directors David Alexanian and Russ Malkin, who follow in the first two electric Rivian trucks ever made.

“Long Way Up” was created and executive produced by Ewan McGregor, Charley Boorman, David Alexanian and Russ Malkin.

 

by Daniel Patrascu from https://www.autoevolution.com

From scenes from the Terminator to a replicated photo of a loved one, there was almost nothing people didn’t airbrush on the hoods (and other parts) of their cars. Not long ago, car customizers (and to a lesser extent those in the business of remaking motorcycles) went through what may very well be perceived as an airbrush age.

That age ended a number of years back, as people moved on to better things, and has been replaced by other gimmicks. Carbon fiber, for instance, is now used extensively, and often times even extremely creatively.

But airbrushed parts still have an appeal to them. Just take a look at the wolf painted on the fuel tank of the Harley-Davidson Fat Boy we have in the gallery above.

The bike is a custom work of German garage Thunderbike, and because of the fuel tank it got the name Fat Wolf. We are not being told who the artist behind the design is, but we can clearly see the results of the work: a two-sided story, with a white wolf looking away from the tank on one side, and howling at the Moon as wolves usually do on the other.

Because this is a Thunderbike build, the airbrush on the tank is not the single element that sets this Fat Boy apart from the rest of the pack. A long list of custom parts were added (from the handlebar to the footpegs), and most of the two-wheeler’s components were either wrapped in chrome or made from polished aluminum.

The most important addition to the motorcycle, mechanically speaking, is the linking of a special Dr. Jekill & Mr. Hyde exhaust system to the Milwaukee-Eight 114. This modification should make the Wolf’s voice stand out even more.

Not including the exhaust and the paint job on the tank, the other modifications cost around 4,000 euros, which is about $4,700 at today’s exchange rates.

by Daniel Patrascu from https://www.autoevolution.com

Harley-Davidson is not exactly riding the high wave at the moment. Still plagued by corporate-level issues, the bike maker struggles to come up with new models that should turn the fortunes around.

Bronx, Pan America, and an yet mysterious muscle bike are only three of the bikes Harley plans to launch into battle as soon as 2021, hoping to regain that which it has lost in recent years. Until then though, something has to be done when it comes to the existing range as well.

The Milwaukee bike maker already announced the introduction of the 131 crate engine for certain two-wheelers in its portfolio, and this past week went for a more visual approach by announcing a partnership with Italian motorcycle parts company Rizoma.

In what Harley calls “the first co-branded collection of its kind designed exclusively for H-D® motorcycle riders,” a rather very short list of billet aluminum parts and accessories will be made available for riders of “a broad range of Harley-Davidson motorcycles” who wish to make their machine look apart.

The list starts with 1.44 inches in diameter hand grips, continues with rider and passenger footpegs, and goes up front for specially designed mirrors with a broader view for the rider. The LiveWire, the electric motorcycle that will soon be seen in action on Apple TV+ when the Long Way Up show hits the web on September 18, was not left out, and receives a solo custom element in the form of a charge door.

“Precision craftsmanship and unmistakable style define this collaborative collection from Harley-Davidson and Rizoma. Lasered H-D and Rizoma logos on a subdued black on black finish display minimal branding that lets the machined texture and performance aesthetic take the lead,” Harley says in a statement.

“This sleek collection of billet aluminum accessories is the first co-branded collection of its kind designed exclusively for H-D motorcycle riders.”

Pricing for these new exclusive parts was not announced. You can learn more about them and the bikes they fit by following this link.