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One-Off Honda VF500C Magna Prides Itself with Tasty Retro Livery

By | General Posts

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

Germans never fail to amaze us with their fascinating displays of top-grade engineering.

Let me tell you, ANX Prototypes’ Nick Xiromeritis is no stranger to the automotive industry. Over the course of several years, this Detroit-born petrolhead’s career would carry him all around the globe. After spending a good chunk of time working for Mazda in Japan, he took off to Paris, where he was employed by Renault.

As of today, he lives in Cologne, Germany. Xiromeritis founded his very own workshop a few years ago, while his interests gradually shifted towards motorcycles. He shares the workspace with none other than JvB Moto’s Jens vom Brauck, a gifted aftermarket surgeon that’ll happily tackle just about any two-wheeled custom exploit.

For a clear demonstration of Nick’s abilities, we’ll be having a quick look at one of his spectacular undertakings. The project is based on Honda’s feral 1983 VF500C, otherwise known as V30 Magna. Needless to say, this bad boy loves its intricate retro-styled livery!

Before we go into any details about the build itself, we’ll start by reminding ourselves of the donor’s main specs. This fiendish piece of machinery is brought to life by a ruthless four-stroke V4 powerplant, with a total of 16 valves and as many as four 34 mm (1.34 inches) Keihin carburetors. The liquid-cooled DOHC leviathan boasts a compression ratio of 11.0:1 and a respectable displacement of 498cc. Additionally, it has a glorious redline of 12,500 rpm.

At around 11,500 revs, this nasty animal is capable of delivering up to 68 bhp, along with a torque output of 32 pound-feet (43 Nm) at 10,500 rpm. The engine’s force travels to a chain final drive by means of a six-speed transmission. Ultimately, this whole shebang enables VF500C to reach a top speed of 122 mph (197 kph) and run the quarter mile in just 12.8 seconds.

Up front, the entire structure is supported by a set of air-assisted telescopic forks that allow 5.5 inches (140 mm) of travel. A single shock absorber handles suspension duties on the opposite end, permitting up to 4.53 inches (115 mm) of rear wheel travel. Stopping power is taken care of by twin 255 mm (10 inches) brake discs at the front, joined by a drum setup at the rear.

Now, Xiromeritis’ one-off entity features a plethora of repurposed components from other bikes. A Honda VF1000’s front end modules, including the 16” Comstar wheel, triple clamp and 41 mm (1.61 inches) forks were all transplanted onto his V30 Magna. You will also find a VF1000’s clip-on handlebars and braking units, along with a larger radiator from a VF750.

On the other end, he installed a pair of fully-adjustable shocks, VF750’s exhaust tips and a 17” wheel, as well as a Cagiva 125’s rear-mounted foot pegs and controls. Furthermore, we notice a Kawasaki AR 125’s fuel tank and a leather saddle from Ducati’s Pantah.

ANX Prototypes’ mastermind also equipped a healthy dose of custom goodness, such as the new tail section and aluminum front fairing. As a result of his surgical interventions, the VF500C experienced a whopping weight reduction of approximately 73 lbs (33 kg).

All things considered, this magnificent machine does a pretty sweet job at looking unique! I’ll have to say that I’m stoked to find out what Nick Xiromeritis might come up with in the future.

Jesse Spade’s Custom Ducati 750SS Loves Its New Outfit

By | General Posts

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

Who would’ve thought Ducati’s monstrosity could make for such a sexy naked bike?

Jesse Spade’s passion for motorcycles goes all the way back to his childhood. At the age of nine, he was already twisting the throttle of his very first dirt bike and things just went from there. Later on, Spade kicked off his adventure in the realm of custom rides by purchasing a 1996 Honda CBR600F3 and tweaking it to his liking.

Over the years, he undertook an array of two-wheeled ventures as side projects, while his main activity revolved around modifying Jeeps of all shapes and sizes. As of 2016, this ambitious fellow decided it was time to spice things up and turned his moto exploits into a full-time activity. You can probably imagine that a fresh start should prove to be a genuine relief after spending twenty years with Jeep’s behemoths.

Since its foundation, Spade’s workshop stacked up on some truly fascinating creatures, including a brutal 2005 Kawasaki ZZR1200 and one rad 1971 Triumph Tiger, to name a couple. As you browse their portfolio, you will encounter a magnificent Ducati 750SS-based masterpiece that does a splendid job at looking delicious.

In fact, let’s examine this mechanical work of art a little closer. I’ll have to point out the obvious and say that the donor is one competent machine. It is put in motion by a ruthless four-stroke V-twin colossus, with two valves per cylinder head and a generous displacement of 748cc.

The air-cooled leviathan is fed by a Marelli CPU 1.5 electronic fuel injection, complemented by a desmodromic valvetrain. At around 8,250 rpm, this feral piece of machinery is capable of delivering up to 61 hp, along with a solid torque output of 44 pound-feet (60 Nm) at 6,000 revs. A five-speed constant mesh transmission is tasked with channeling this force to a chain final drive. Ultimately, this whole ordeal will produce a top speed of 127 mph (205 kph).

750SS’ powertrain is hugged by a tubular steel trellis frame. Up front, the entire structure is supported by inverted hydraulic forks, coupled with a single shock absorber and a steel swingarm on the opposite end. Braking duties are handled by twin 320 mm (12.6 inches) rotors and four-piston calipers at the front, accompanied by a 245 mm (9.65 inches) disc and a one-piston caliper at the rear.

As to Jesse Spade’s one-off entity, the beast was dubbed Terremoto 3. Besides fiddling with the visual side of things, they also treated its weary components to an extensive restoration process. In some cases, the crew even went as far as replacing these units altogether.

For starters, the 750SS was stripped bare of its stock body panels. In their stead, Spade’s team installed a unique blend of readily available counterparts, such as a Ducati Monster’s front fender and a curvy fuel tank from an early ‘90s Supersport.

Additionally, they crafted several one-off modules to round out the new aesthetic. These include a hand-built tail section that houses a menacing lighting package, as well as a unique fairing with integrated twin headlight assemblies and a gorgeous custom saddle.

The workshop disposed of the stock forks and swingarm to make room for a 900SS’ setup. At the rear, the suspension was honored with a top-grade monoshock from Ohlins. Terremoto 3 crawls on a pair of Sport Classic GT1000 multi-spoked wheels, wrapped in track-ready Metzeler Racetec RR rubber.

Furthermore, you will find a set of Driven clip-on handlebars, a GPS speedometer and a healthy dose of LED goodness from Motogadget’s inventory. To top it all off, the folks over at J Daar Customs were tasked with enveloping Terremoto in a mixture of gloss and matte black paintwork, while its frame received a tasty powder coated finish.

Now, this is what I call a full transformation! If you happen to live in Atlanta, Georgia and own an ageing bike that could really do with a thorough makeover, then you might want to pay these pros a visit.

Harley-Davidson Bara Bore Is a Fat Boy on an Indian Diet

By | General Posts

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

Seeing how many custom garages are out there working their magic on Harley-Davidson motorcycles, one might be tricked into believing this is something anyone can do. After all, Harley itself made it incredibly easy for custom shops to make a living off their products – if anything, the Milwaukee based bike maker is the most tuner-friendly industry giant there is.

Over the past few months we’ve talked aplenty about Harley and the aftermarket world it is so much a part of. We’ve had the King of Kings competition dedicated to international Harley dealers back in May, then the health-crisis inspired The No Show dedicated to minor custom builders in the U.S., and of course our extensive coverage of the custom Harley movement in Europe.

But there are shops living off the American two-wheelers in other parts of the world as well. India, for instance, is one of the bike maker’s major markets, and there’s even a local factory catering to the needs of the Asian Indian customers.

One of the most visible Indian garages in the country is Rajputana. We’ve only recently started talking about their Harleys, and we’ll probably not keep it up for long. These guys seem to like Royal Enfields more, as in there are only a handful of Harleys in their portfolio. All are incredible unique though to deserve a place under the spotlight – we’ve already talked a bit about the modified Street 750 and the Forty-Eight these guys are responsible for.

Now it’s time for a Fat Boy that got a taste of Indian styling. Just like in the case of the other two, we are only being told that modifications to the stock bike can take from six to eight months, but we are not being told what these modifications are.

Some of them are clearly visible though, and we’re talking about a new wheel design, repositioned exhaust, a slimmed-down seat, redesigned fenders, and the usual Rajputana touches on the fuel tank, engine block, and the significantly raised handlebars.

In Indian speak, this conversion is called Bara Bore. We are not being told how much it cost to make, but a simple inquiry on the garage’s website can answer that question for those interested.

Bee-One Cycles Bomb Boss V8 Motorcycle Flaunts Massive Rear Tire

By | General Posts

by Mircea Panait from https://www.autoevolution.com

Two to four cylinders, that’s how most bikes like to roll. The advent of Boss Hoss Cycles, however, changed everything thanks to Chevy small-block V8 conversions that range from the LS3 to the 383 and 454.

These babies aren’t cheap, though. The most affordable bike in the company’s inventory is a used 383, priced at $45,500 compared to the original price of $50,500. There are, however, people who prefer to put their own touch on the V8-converted Boss Hoss, and this gets us to Janne Uskali.

Editor-in-chief at Bomber Magazine in Finland, the Finnish motorcycle enthusiast and rider is responsible for a one-off creation that he calls the Bee-One Cycles Bomb Boss. Tipping the scales at 600 kilograms including Janne, the bike was completed in 2019 after four years of elbow grease.

The Bomb Boss is centered around the ZZ4 crate engine, based on the L98 from the 1985 to 1991 Corvette. Right off the bat, the eight-cylinder mill develops 355 horsepower and 405 pound-feet of torque. The ratings quoted by Janne are 350 horsepower and 443 pound-feet, and the additional torque may have something to do with the NASCAR-style side exhausts.

Ape’s Metalshop Oy in Helsinki is the shop responsible for the triple clamps that attach the 63-millimeter inverted forks to the frame. Another highlight comes in the guise of the Vee Rubber 360/30 by 18-inch rear tire, a massive piece of rubber compared to the 300/35 by 18-inch rears of the Boss Hoss Standard and Super Sport bikes. So why did Janne need such a huge tire?

Well, he likes riding like a man on a mission, lighting up the rear and power sliding the motorcycle in the twisties. Given the torque of the ZZ4 crate engine and the rider’s style, it comes at no surprise why the rear tire measures 360 millimeters in width and features an aspect ratio of 30.

Currently a one-off build, the Bomb Boss may be put into production according to Ultimate Motorcycling. “We are thinking that if there are people like me who like to ride and get this kind of overdose motorcycle, we could do it for them as customers,” Janne told the cited publication.

VIDEO

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Triumph Thruxton 900 Undergoes a Delicious Transformation

By | General Posts

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

It packs a perfectly balanced blend of vintage and modern styling that guarantees to leave you speechless.

Let’s be frank; when it comes to performance and reliability, the breathtaking Thruxton R tends to completely overshadow its predecessor, Triumph’s 2013 Thruxton 900. Nonetheless, the folks over at Nova Motorcycles went above and beyond to convert this undistinguished two-wheeler into something truly exceptional.

To give you a better idea as to how far this project has come, we’ll start by having a look back at what the original machine was made of. It is brought to life by a four-stroke parallel-twin powerplant, with a generous displacement of 865cc. At around 7,400 revs, the air-cooled DOHC is good for up to 68 bhp, along with 51 pound-feet (69 Nm) of torque output at 5,800 rpm. A five-speed gearbox is tasked with transmitting this force to a chain final drive.

The whole thing rests on KYB 41 mm (1.6 inches) forks with adjustable preload at the front, accompanied by chrome spring twin shocks and a double-sided swingarm at the rear. Thruxton 900 rolls on a pair of multi-spoked aluminum wheels, with a diameter of 18 inches up front and 17 inches at the back. Stopping power is handled by a single 320 mm (12.6 inches) floating disc and Nissin two-piston floating caliper at the front, joined by a 255 mm (10 inches) rotor and a two-piston caliper on the opposite end.

Now, when it comes to impressive custom builds, the Nova Motorcycles crew isn’t messing around! As of 2013, the firm was co-founded by Sayer Anthony and Pete Chilton in Turners Falls, Massachusetts. In our day and age, the team prides itself with a plethora of magnificent projects. As you browse their stunning portfolio, you will come across an astonishing 2013 Thruxton 900-based work of art that might just have you drooling.

After the stock model’s arrival on their doorstep, Nova kicked things off by collaborating with local aftermarket manufacturers to craft several one-off components, including a Kevlar-reinforced fuel tank and carbon fiber front fender from Tannermatic, as well as a new triple clamp and headlight brackets from Cofab Design, to name a few. Besides countless Motogadget items, you will also find a Motodemic Adaptive LED unit and one gorgeous leather saddle, upholstered by Counterbalance Cycles.

Additionally, a unique subframe was fabricated in-house to support Thruxton’s slim tail section. It goes without saying that the latter incorporates more LED goodness. Nova installed Driven Racing clip-ons that wear Brembo and LSL levers, joined by a Motion Pro REV2 throttle module.

Next, the parallel-twin mill was blessed with a set of Web Cam Racing camshafts and K&N pod filters. It exhales through a custom two-into-one exhaust from British Customs. The bike’s suspension was treated to an Andreani Misano cartridge kit for the front forks, coupled with dual K-Tech Bullit 360 mm (14.2 inches) shocks on the other end.

Last but not least, braking power is taken care of by a Brembo setup, while the wheels are hugged tightly by Michelin Pilot 4 rubber.

And there we have it, ladies and gents. For an even better idea as to what Nova Motorcycles are all about, you may delight your eyesight with the rest of their masterpieces by visiting their Instagram or Facebook pages. I’ll have to warn you though, their tasty inventory might have you scrolling for quite some time!

Revival Cycles Converted This Ducati ST4 Into a Wild Sidecar Motorcycle

By | General Posts

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?

Meet the Spider, KrisBiker’s Heavily Customized Honda CB750 F2

By | General Posts

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?

Michael Lichter Heavy Mettle Show

By | General Posts

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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Harley-Davidson Street 750 Rajputana Is How Low-Price Custom Cool Looks Like

By | General Posts

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.

Harley-Davidson La Montana Is a Chromed Deluxe on the Soft Side of Custom Builds

By | General Posts

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

We’re used to having our Harleys (be them stock rebuilds or ground-up creations) served in extreme forms. After all, there’s an entire industry dedicated to making Harleys unique, and what better way to do that than to go above and beyond?

At times however a more discrete job is preferable. An almost invisible lowering of the bike, the addition of chrome in strategic locations, and a medium-sized list of mechanical and visual upgrades are all it takes to make a bike stand out.

Over the past few months, we’ve talked at length about the projects, new and old, of a German garage by the name of Thunderbike. Just like the rest of world, the Germans too got hit by the health crisis, and for the better part of the year, Thunderbike has been up to much fewer stunts than we’re used to.

The Deluxe in the gallery above is one of the projects that finally made it to light in 2020. Commissioned last year by a Swedish customer, the bike was ready in no time, but had to spend about nine months away from its owner, given how borders closed and all.

Now the two are reunited, and it’s the perfect opportunity for us to take a closer look at how just a smaller number of carefully chosen modifications can rebirth a Harley.

Mechanical changes include the lowering of the fork and the shortening of the rear shock. New, bigger wheels were added front and back and shod in Dunlop tires, making the bike look a tad more compact. Some modifications were made to the brakes as well, as the discs have been replaced. We’re not being told if the engine was modified in any way.

As for the looks, the motorcycle is a chilling apparition. That’s due to the use of cold chrome in generous quantities all over the bike, and its blending with the impersonal touch of black on the fuel tank, seats, or fenders.

We’re not being told how much the customization of the motorcycle cost, but the parts listed as used for the build amount to a little over 4,000 euros ($4,700).