Turning The Harley 883 Into A Scrambler- Bi

It looks like 2015 is going to be the Year Of The Scrambler. It’s fast becoming the dominant genre on the new wave custom scene, and manufacturers are getting into the act too.

As everyone knows, Ducati has joined Triumph in offering a factory scrambler—and Moto Guzzi has just released a kit that converts the popular V7 into a machine capable of light off-road excursions.

Milwaukee is unlikely to join the party, but that hasn’t stopped inventive custom builders from doing the dirty on Sportsters. The latest is Benjie Flipprboi of BCR, with this heavily modified 1999 Harley 883 called ‘American Scrambler.’

“For years we had an old 883 in the shop,” says Benjie, who works out of Edison, New Jersey. “It was a small, beat-up bike with a chromed-out engine and mismatched wheels. For a long time, we didn’t know what to do with it.”

Benjie considered turning the 883 into a bobber or a cafe racer. “But we build bikes to stand out and be ridden hard. So we decided to turn the old cruiser into a bike that could be ridden everywhere.” And here we have it: the ready-for-adventure ‘American Scrambler.’

The first step was to get rid of the cruiser ergonomics—the high front end and low seat. On went a set of late ‘90s Suzuki GSX1000 forks to lower the front. “We kept the Harley front hub but machined a new front axle and an adapter to accommodate the GSX’s double disc brakes,” says Benjie.

To prop up the rear, Benjie used longer shocks (and raised the mounts by an inch). Then he installed lightweight aluminum Borrani wheels with raised-center ‘dirt catcher’ rims and fitted Shinko 705 Trail Master dual-purpose tires.

Next step was to figure out the tank. Typical scrambler-style tanks wouldn’t fit, due to the shape of the Harley top-end. So Benjie fabricated a tank that follows the curve of the cylinder heads, adding a stainless steel rack and positioning a Monza gas cap off-center. Aside from a black flame graphic, the finish is bare polished aluminum finish.

“That gave us a beautiful curve to play with when building our seat,” says Benjie. “To maintain the natural flow of the lines, we got the front of the seat to follow the tail of the tank, and then curved the seat up at the rear.” To further abandon the bike’s previous life as a cruiser, the cowhide leather seat is as narrow as you can get without exposing the frame rails.

There’s a custom oil tank slotted inside the frame midsection, with a notch to hide a gel-cell battery.

The fenders and number plate are aluminum to match the gas tank, and held in place by stainless steel mounting brackets. The front skid plate is also aluminum, with ventilation slots to help cool the voltage regulator. A small mild-steel dashboard houses the stock tachometer & warning lights.

Chrome engines do not generally look attractive on scramblers—or indeed any motorcycle—so Benjie sandblasted the side covers and the top end to get a pitted matte finish. Then the internals were treated to a 1200cc piston kit and there’s a custom air filter box with stainless wire mesh covering the inlet.

The usual Sportster belt drive was ditched in favor of a chain and Benjie’s cut out the side cover of the engine, exposing the front sprocket and gold chain.

The only thing left to fit was an aftermarket headlight bucket and taillight. But nothing seemed to look right, so BCR built their own.

“We wanted to tuck the headlight bucket between the fork legs, so we designed it to be as narrow as possible. The taillight is bare aluminum and wraps around the frame end loop.”

The defining element of any scrambler is invariably the exhaust system. “We wanted to stay true to the signature scrambler style, but as always, we also wanted to give it our own unique twist. So we fabricated our own 2-into-2 exhaust using stainless steel and mounted the mufflers high, in the vein of old school scramblers.”

With adventure in his veins and his eyes on the horizon, there was one last detail that Benjie needed to add: an all-purpose road kit. So he designed a detachable leather bag that matches the cowhide leather of the seat. There’s even a protective aluminum plate to help keep the bag clean during the scrambler’s (hopefully) muddy future ventures.

BCR’s ‘American Scrambler’ is both functional and fun. Unlike most Harleys, this 883 can handle a stretch of hard-packed dirt as well as ribbons of asphalt.

And damn, doesn’t it look good?

Benjie’s Cafe Racers website | Facebook | Instagram | Images by Ben Chan

Paint It Black: CB 750 x Corpses from Hell

Done right, hand-drawn illustrations on custom motorcycles can be seriously cool. And Maxwell Paternoster (AKA Corpses from Hell) sure knows how to do it right.
So when we saw a fuel tank adorned with Maxwell’s artwork pop up on his Instagram account, we were immediately curious. And it turns out that the rest of the bike is just as cool.

It’s based on a 95-model Honda CB 750, and it’s been put together by Robinson’s Speed Shop of Leigh on Sea in England. Proprietor Luke Robinson met Maxwell at The Bike Shed event, and they hit it off.
“I’m a massive fan of his work,” says Luke, “so it was brilliant to meet him in person.” Luke commissioned Maxwell to paint a leather jacket for his wife, and the idea of collaborating on a motorcycle followed soon after. The CB 750 was the perfect candidate.

Work began with the subframe: Luke fabricated a new one with a tighter angle and made up a new seat unit designed to also accommodate the electronics. The fuel tank’s from a Honda CB500T—it’s had a new tunnel welded in, so it fits on the wide CB 750 backbone.
But as the bike started coming together, it didn’t feel quite right. “The first dry build looked out of proportion, and like a drag bike,” says Luke. “So I ended up shortening the swingarm by 60mm.”

Luke also dropped the front suspension by 40mm to improve the stance. He’s used a custom-made top yoke, machined to fit a Motogadget Motoscope Mini instrument. (Which unfortunately didn’t arrive in time for the photo shoot.)
“Being a racer myself, I still wanted the bike to be used on track—with another tank though,” says Luke. “Handling is top of the list and still a work-in-progress. It’ll probably result in a front end swap later.”

Luke rebuilt the CB’s engine with new rings and bearings, and had the heads gas-flowed. The bike’s been thoroughly rewired too, and now runs off a small Lithium-ion battery, hidden under the swingarm.
For the exhaust, Luke’s fitted a Danmoto muffler to headers that he hand-made. They’ve been designed to hug the engine a little more, to cater for the drop in ride height.

To replace the air box, a set of air filters were made by bonding filter foam to aluminum housings. “I spent a long time getting the correct length on these—the Venturi effect sure helps iron out the flat spots you get from foam or cone filters.”
Danmoto also supplied the rear-set pegs, and Luke’s fitted clip-ons, adjustable levers and Biltwell Kung-Fu grips. The only switches left on the bars are the kill switch and start buttons. Everything else has been relocated to under the seat.

When all was said and done, the CB was wrapped in black and sent to Maxwell to apply his art—his only brief being to include the shop’s name. “I’m a strong believer that if you’re a fan of someone’s work, then let them do their thing,” says Luke.
Maxwell’s executed his typically kooky artwork beautifully, using a gold leaf technique. And even to our jaded eyes, this CB 750 wears it well.
Robinson’s Speed Shop website | Maxwell Paternoster Instagram | Photos by Aaron Jones

By Wesley Reyneke | Rather Be Riding

 

First published on www.bikeexif.com

Turn your CBR1000rr into a “cafe fighter”

How much power is too much power? In the motorcycle world, it’s a question that will never be answered. But if you love customs and don’t mind changing your underwear after every ride, Bill Webb has the solution for you.
His latest creation is the Stoc RR: a 178 hp Honda CBR1000rr turned into a “café fighter.” It’s a stripped-back sportbike with a retro-futuristic vibe, and because Bill is an industrial designer, the mods are easily installed and don’t require welding skills.


“I wanted to embrace modern technology and create a refined streetbike with a minimalist, cafe racer philosophy,” Bill says. “So I looked for a popular modern sportbike with proven performance and a beautiful frame hiding under the plastic.” The 2009 CBR1000rr Repsol Edition was the answer. It’s capable of breaking the ten-second mark in the quarter mile, is easy to ride by sportbike standards, and includes modern essentials like anti-lock braking. It also has a beautifully engineered main frame.


Bill’s created a single seat tail assembly and a minimal front fairing that can be precisely machined, easily reproduced and bolted up for a perfect fit to any 2009-2015 CBR1000rr. He’s also included mounts for critical sensors and gauges, using CAD design to keep the packaging sleek—and reducing as much weight and visual bulk as possible.
There are some very clever solutions here: the seat is from a Ducati Panigale and slots into a red ABS polymer tail unit, which in turn fits onto an aluminum subframe.


The fit and finish is factory-level, creating a custom bike that looks and feels like a production Honda. Right now, Bill is fabricating a second set of parts. He’s building a black version of the CBR1000rr, with subtle design improvements and even more weight reduction.


“If people are really digging the design, I can produce kits that will bolt right on to your 2009-2015 CBR1000rr,” he says. “And possibly the 600rr too, with some minor mods.” Any takers?
Via Huge Design | Check out Bill Webb’s equally cool Kawasaki Ninja 750

The post Turn your CBR1000rr into a “cafe fighter” appeared first on Bike EXIF.

Pure Klasse: Diamond Atelier’s BMW R80

The BMW R80 ticks all the boxes for custom builders. It’s reliable, simple to work on and cheap to buy. And, as with all R-series airheads, it looks pretty good straight out of the box. Unfortunately, the popularity of the venerable BMW means it’s edging into cliché territory: most customs look pretty much the same. The R-series is ripe for a fresh approach, and here it is—courtesy of two young, first-time builders from Munich, just down the road from BMW’s own headquarters.


Diamond Atelier is the new company of 21-year-old Tom Konecny, and 24-year-old Pablo Steigleder. “We’re not building bikes to become rich and famous,” says Tom, “but to add something to the custom scene. “We’ve never raced around a track, but we know what looks good. And that’s what we’re trying to achieve.” Believe it or not, this 1992 R80 RT is Tom and Pablo’s first build. Tom has owned the bike since he was 17, and felt it was time for an overhaul.


Hardly anything from the original R80 remains. The 18” spoked front wheel and floating brake discs are from an R100R; they’re now hooked up to a Brembo PSC-16 brake master cylinder and Brembo calipers, via stainless steel hoses. The forks have been lowered three inches to improve stance, and are clamped by custom upper triples. Top-flight controls are fitted to Fehling clipon bars—including Magura levers and a Tommaselli quick-action throttle system. The headlight is a combination of Yamaha and Honda parts.


The componentry is beyond approach, but it’s the perfect lines that catch the eye. To match the angle of the new seat unit, Tom and Pablo lifted the fuel tank a couple of inches. The tail section is crafted from fiberglass and padded with industrial-grade caoutchouc—a natural rubber compound. “We built the entire rear frame from scratch,” says Tom, “and made it about 15 centimeters narrower, to give the bike a sleek and lightweight look.” The rearsets are from Tarozzi and underneath the seat is a featherweight Porsche GT3 Cup car battery.


Diamond Atelier have kept the stock exhaust headers, but ditched the middle silencer and fitted short cone pipes—which have custom-made inserts to pass the strict German TÜV regulations. Little touches help to give the bike its highly crafted feel. The frame has been completely de-tabbed and cleaned up, and new housings were designed for the alternator, starter and shaft drive. Round valve covers and air filters complete the look.
The delicate blue paint is not something you’ll find in the Glasurit color guide: it’s hand-mixed to create the palest of pale blues, with vestigial black pinstriping providing a link back to BMW’s heritage.


The result is simply jaw dropping. And even the hardcore stalwarts of the Munich custom scene were impressed: “At the local biker hangout bar, a guy described us as ‘the boys who would never win a race, but have the coolest looking rides,’” says Tom. “I admit we would gladly accept this description!” “The R80 wasn’t built to be faster or more comfortable than the original, or to save gas. But it’s got our own Diamond Atelier look going, which we think is unique and just right for us.”
It’s just right for us too—and a good omen for the future of the custom BMW scene.
Diamond Atelier website | Facebook page | Images © 2014 Philipp Wulk.

The post Pure Klasse: Diamond Atelier’s BMW R80 appeared first on Bike EXIF.

A BMW R69S with a bit on the side

Few things in the world of motorcycling are as cool as sidecars. And the allure is magnified when the rig in question is both vintage and ultra-rare. This very classy setup was put together by South African BMW experts Cytech, and pairs a 1964 BMW R69S with a 50s-model Steib sidecar. “The client had been in touch with us for two years looking for this particular combination,” says Cytech owner Donovan Muller. “Eventually we made the match.”


And what a match it is. Steib was the sidecar of choice for BMW Motorrad in the 50s; replicas are still available, but finding an original is a tad more difficult. This one was bought from a deceased estate, as part of a bigger lot—but it was completely dismantled, and riddled with rust and amateur repair work. Cytech’s restoration on the sidecar would rival many complete motorcycle rebuilds. The main shell was stripped, sandblasted and repaired, and the wheel fender was rebuilt with sheet metal before being painted and rubberised inside.


The sidecar’s wheel received new spokes and nipples, the hub was powdercoated, and every nut and bolt was cadmium plated. Cytech has also fitted a new aluminum bead to the fender and body, and refurbished the original tail light and Steib badge. The seat was recovered in black leather with gold pin studs. The BMW itself was also in need of a serious restoration, and was even missing a few parts—such as the seat and exhausts. So Donovan and his team tore into it with vigour, completely overhauling the engine, gearbox and original 26mm Bing carbs.


The electrical system received a serious refresh, with a new wiring harness and ignition system, and the suspension was rebuilt. Every little detail was attended to—such as fitting tapered steering head bearings and replacing the air filter housing. A rare long range Hoske tank was fitted, with a Karcoma fuel tap and a set of US-spec R50 handlebars to accommodate its width. Other top-shelf parts include a Denfeld bench seat and Bumm bar-end mirrors.
Then a full stainless steel exhaust system was installed, and a set of wide-lipped aluminum rims built up with stainless spokes and nipples. Metzeler rubber was fitted to the bike and sidecar’s wheels.


By default, the sidecar mounts were all placed on the right from the factory. “But for the road rules in South Africa, the sidecar must be mounted on the left,” explains Donovan. Cytech moved the mountings to to the opposite side of the bike, and finished everything in a timeless BMW livery: black with white pinstriping. Both the R69S and the Steib are immaculate in their own right. But combined, they’re unbeatable.
It’s the perfect rig for ambling around on a Sunday afternoon, in style.


Cytech | Images by Ryan Roux. The post A BMW R69S with a bit on the side appeared first on Bike EXIF.

The Ronin 47: If Batman rode a Buell 1125

If you felt cheated when the Buell 1125 went out of production in 2010, you’re in luck. You can now buy a factory-fresh superbike based on the 1125—and it looks like a machine straight out of The Dark Knight. The Buell 1125 cost $11,695 a few years ago and the Ronin 47 costs $38,000, but you do get a little more for your money with the new version. And because the ‘47’ moniker refers to the number of Ronins being made, you’re unlikely to run into another one on the road.


The project is bankrolled by Colorado-based Magpul Industries, makers of composite high-tech firearms. They know a little bit about explosives, so they’ve turned their attention first to the Rotax engine. It’s renowned for generating a lot of heat: “enough to boil the fuel in the frame,” we’re told. So there’s now a high-flow, single-core radiator right up front, connected to an overflow tank hidden inside the left fork leg. Alongside are stacked low and high beam headlights.


The other weak points of the 1125 have been addressed with the ruthless precision you’d expect from a gun maker. The Showa forks are gone, replaced by a cast aluminum alloy linkage fork that gives the bike its distinctive, hunched-forward look. Trail is up by 13 mm over the stock geometry, to sharpen the steering. And at the heart of the linkage fork is a Penske monoshock, which allows fine adjustment for rider weight and road conditions.


The controls are industrial design at its finest. That means custom hydraulic radial master cylinders and adjustable levers for the brake and clutch. The fluid reservoirs sit on top of the cylinders and the levers have quick-adjust knobs for reach and leverage ratio. The clutch lever housing includes a 4-way switch that controls the displays on the instruments, which have been slotted into a cast aluminum nacelle. The bike starts up via an RFID chip, which activates a receiver under the custom airbox cover. There’s also a trick wiring loom and a specially wound, high-efficiency stator to eliminate any further chance of overheating.


The Rotax-designed motor—similar to one used by Aprilia—has been tuned to run cooler than the stock bike, and remapped to suit the Ronin’s free-flow intake and exhaust system. We’re guessing that power is slightly up on the claimed 146 hp of the original. And with around 50 pounds less weight to haul around, the bike should be significantly quicker.


For a high-concept bike, the details are unusually well thought out. The belly-mounted muffler is ceramic-coated to protect it from debris, and a single cast aluminum unit integrates the pegs, the battery box and an adjustable idler pulley. The unit is mounted to the engine and blends in seamlessly. The rear subframe is CNC-machined and TIG welded, and mated to a cast aluminum tail section and air intake housing. Just ahead of the brake light is the master ECU, and there’s a quick release knob to open everything up.


The technical details are beyond reproach, and the styling is out of this world—literally. Only one question remains: Is the Ronin 47 worth $38,000? That’s twenty large more than Buell’s current range-topper, the EBR 1190RX. But it’s also the same money you’d pay for the heavyweight Harley CVO Limited tourer.
Your call.
Ronin Motor Works | Magpul Industries on Facebook
The post The Ronin 47: If Batman rode a Buell 1125 appeared first on Bike EXIF.

Royal Enfield 350: the bike that time forgot

For most pro builders, personal projects usually draw the short straw—relegated to the back of the shop by a steady stream of client work. Just like the “rusted out junk pile” that Californian Chris Chappell picked up a few years ago. It’s a Royal Enfield Bullet 350, and it did a stint in Chappell Customs‘ front lobby before Chris finally tore into it. But when he did, it was a project free of deadlines, briefs or budgets. “The original plan was to build a radical bobber,” he says. “But with the little 350cc engine, it made more sense to keep it as an upright, fun-to-ride city bike.”


The actual model year of this Enfield is a mystery: the original number plate indicated 1955, but no paperwork was filed prior to 1973. “The VIN numbers on old Enfields really don’t mean much, and there are no good records we can find to verify the year,” says Chris. So, to get the bike on the road, he went with 1973. Given its age and the state it was in, the Enfield 350 needed a full, bare-bones strip down. Which started with a total rebuild of the engine using all-new, original Royal Enfield parts. A completely new top-end sorted out poor compression—”A combo of a bad cylinder and even worse valves,” Chris reports.


Every nut and bolt on the Enfield was replaced, along with a host of other parts—except for the fuel tank, fenders and toolboxes, which Chris opted to keep. He blasted off the old paint and powder coated them in a creamy Oyster white, along with the frame. (“I left a few small dings here and there.”) Once the powder coating was done, green accents were added and the parts clear coated.

The bike is now roughly five or six inches longer than a stock Bullet 350. “We relocated the rear swingarm, from its original position to what used to be the passenger footpeg area. Our friends at Works Performance made us a custom stainless swingarm bolt with tapered aluminum spacers, to fit the funky taper of the rear foot peg holes.” Works also supplied a set of longer, dual-rate aluminum shocks to help the Enfield negotiate urban potholes. The rear fender struts were lengthened to fit the new geometry of the rear end.


With the major work out of the way, Chris started poring over the smaller details: a handmade seat, grips and saddle bags in a rich leather with a cream stitch. “Seemed only fitting for a classy look to accent the cream and green color scheme,” he says. “I made the saddle bags myself … that was a first!” The seat mount is a hand-made part too; Chris CNC-routed a Royal Enfield logo into the aluminum, before mounting the seat on 3” springs. The CNC router was also put to work on the bespoke front number plate and fork badge. All the aluminum bits were then meticulously polished, “to bring back the original luster that was buried under years of oxidization and corrosion.”
The Enfield was then re-wired with updated components—including a smaller regulator and rectifier unit, and a new coil. Chris installed new gauges, lights and a set of “M” bars—with adjustable steering stops to prevent them from connecting with the tank.


Despite the extensive mods, the little 350 is still not quite the perfect ride. “The drum brakes are poor, the right-side shift is odd, and you feel like you’re wide open on the throttle most of the time.” “But regardless of its lack of power, you somehow feel like you’ve gone back in time. And it’s just fun as hell to ride around. The long, baffled muffler and the sound of the single cylinder thumping along always makes you smile!”
Chappell Customs website | Facebook

The post Royal Enfield 350: the bike that time forgot appeared first on Bike EXIF.