Hans Muth and the Suzuki Bandit FatMile

Now here’s a blast from the past. Suzuki Europe has jumped on the custom bandwagon and released images of a very tidy Bandit 1250, nicknamed ‘FatMile’. And one of the names behind the project is none other than Hans A. Muth, the legendary designer who rose to fame as BMW’s chief of styling.
Muth’s first association with Suzuki was nearly four decades ago. After leaving BMW, he set up the design team that created the original 1981 Katana—one of the most controversial motorcycles of all time.

The Bandit could never be called a design icon, but it’s much loved in Europe. It’s Suzuki’s equivalent of the Yamaha XJR1300: a reliable big-bore streetbike with bucketloads of character. The basic design hasn’t been updated for years, so it’s the ideal candidate for a custom job.
Young designer Daniel Händler did the bulk of the work on the Bandit, and a fine job he’s done too. The biggest change is a GSX-R front-end swap, including the triple trees, forks and brakes. The forged alloy wheels are from high-tech German specialist PVM, and the brake levers are from cult Swedish brand ISR.

The power output of a Bandit is very conservatively rated at 98 hp, but this one is probably putting out closer to 120. There’s an ECU remap and the stock headers are now hooked up to slinky Urban Killer mufflers from Cobra, another German brand.
The rear frame has been modified with a steeper kick-up, and clad with a custom fiberglass tail unit. There’s a matching belly pan too, but the tank is stock—apart from the leather panel upgrade.

The paint is in Suzuki’s classic blue and white colors, with Kellermann (lighting), Rizoma (grips, pegs) and Motogadget (speedo) providing the finishing touches.

FatMile will be officially unveiled this weekend at Glemseck 101, the biggest café racer festival in Europe.
It might not be as radical as the original Katana, but it’ll be much faster—and some would say easier on the eye, too.
Images by Sven WDMYR at Wheels of Stil | Suzuki Germany | Glemseck 101

The post Hans Muth and the Suzuki Bandit FatMile appeared first on Bike EXIF.

21 Grammes

In 1901 Dr Duncan McDougal, by way of measuring bodies at the moment of death, proposed that the human soul weighed just 21 grams. I disagree with Dr McDougal’s theory. I’m sure mine weighs far more as it would go some way to explaining why I look like a burst sausage in my leathers. Thankfully, for Philippe Carzo, the science and poetry of the theory inspired him to get in the workshop.

With Guzzi Le Mans of all marks becoming rarer and more expensive the relatively unloved G5 provided the perfect base. Big bore engine, Tonti frame and sporting triple discs, it’s difficult to ask for a more splendid starting point for a custom machine. However, Paolo Martin’s original design is very ‘of it’s time’ and Philippe wanted a more classic Café look.

A man of many talents, Philippe is a physiotherapist by day, but for 20 years now, has honed his fabrication skills. Be it panel beating, bronze welding, or moulding carbon fibre, Philippe has sought out and learnt from masters in each field, eager to learn their craft. This means he has been able to work on every aspect of the bike himself, bar the upholstery. The hand beaten, long and low tank is testament to his handiwork.

The thumping 1000cc engine had been rebuilt by the previous owner, providing more than adequate propulsion. While the gasses pumped out through the hand-made exhausts ‘sing like a Stradivarius’ according to Philippe! A shortend and looped rear frame hides under the alloy seat cowl contrasting with the reddish-brown leatherwork, and captured by the lens of Arnaud Viac.

A Harley Davidson 48 headlight and Tarozzi rearsets are the few parts not crafted by Philippe, and add a dash of modern. Hooked up to handmade linkages, the rearset foot controls stretch you out along the bike. A new loom was made, providing a reliable source of sparks and ensuring no Italian electrickery would call time on riding. Laser cut badges adorn the tank reminding Philippe of the soulful inspiration.

Purposely left imperfect, the frame has been left uncoated and bears the wear and tear of the bike’s life. It ties nicely to the raw metalwork, the bike is far away from a show queen and makes me to want to hop on and head for the Route Napolean. It’s been Philippe’s daily rider for 2 years now and he always enjoys being asked how old the bike is. The Guzzi’s timeless looks are now far away from the late 70’s refugee it once was.
Keep an eye out for Philippe’s next bike, an XT600 with a handbuilt aluminium frame. Can’t wait to see that!
https://www.facebook.com/21grammesmotor?fref=ts

First appeared in http://thebikeshed.cc

BMW R 65: A Second Life

Like any self-respecting cafe racer motorcycle is always eternally work in progress, and so Tuner And after showing his BMW R 65 in its first version now show this new step, where the original tank almost slack space to let in aluminum with the exposed metal with only the transparent and the saddle is now lined with suede.  

‘74 Honda CL360 – Modern Metals

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As the saying goes, life wasn’t meant to be easy. It’s the same reason that diamonds and gold are buried deep underground and not just rolling around in the gutter outside your house. All the best things in life take hard work to achieve. Take, for instance, the bike you just picked up off of a complete stranger for a song. If you brought it home and it customised itself, that’d be no fun now would it? No, it’s the challenges that make it all worth while. And trust us when we say that the challenge Doug Devine from Modern Metals faced after he peered inside the engine of this innocuous little Honda would be enough to test anyone.

“Nothing feels better than being able to help out a friend, says Louisville, Kentucky local Doug. “I just so happened to have an abundance of extra space at my shop when Bryan, a buddy of mine, needed some space for his cars. After watching me work on a few builds, he decided to hunt down a bike for himself. He returned from a short road trip with a ‘74 Honda CL360. I thought his find was pretty nice until we couldn’t remove the spark plugs…”

An engine teardown revealed a horror show that had been hiding inside the engine for years; a dropped valve had been left to fester until… well, you’ll see. “Unfazed by the disaster, we discussed what Bryan envisioned for his bike over coffee. Within a few days, I received an invitation for PDX’s The One Motorcycle Show. Knowing that I would only have 40 days to complete this build in time for the event, I asked Bryan if we could get started.”
After stripping down the bike and detabbing the frame, Doug modified the rear seat stays so they were pointing skywards for the seat he imagined in his head. And for the tires he imagined, he ordered a pair of Firestone ANS boots. “I just so happened to have a Honda CB450 tank that fit perfectly with the look of the tires.” David ‘Matchstick’ Brooks expertly applied some gold leafing and stripes along with the black aluminium trim pieces which Doug added for more width.

After fabricating at least four different seat pans and cowls trying to determine the direction he wanted to move in, Doug settled on what you see here and left the upholstering to Ginger at New Church Moto. She really came through for Doug when she produced some old oxblood-dyed horse hide for the seat.
“I searched long and hard for the frame color which is ‘Lincoln Ginger Ale’ metallic over a black base coat. I had to source a new engine because the original was clearly beyond repair. I wanted to keep the high pipes but wanted to cut off some old megaphones with an angle to induce a more speedy look. Ben “Bender” Boyle of Benderwerks saved the day when he offered to do the headlight work after dropping by. Thanks also to Kim Boyle of BCM for the tail light, See See Motorcycles for the micro handlebar switches, and Farmers Racer for the orange pack bag.”

Unfortunately, this story doesn’t finish with a first place at the One Show. But gladly it wasn’t through a lack of trying. “We finished the bike just in time and I attempted the cross-country trip to the show, but I was snowed in once I reached Iowa.”

Doug returned home and then called in a few favours from his extended family. “My brother-in-law owns Headliner’s Music Hall, a historic building that houses one of the best music venues in the city. He graciously allowed us to shoot the bike in front of the turn-of-the century artwork.”

Adding new meaning to the term ‘valve grind’

[Photography by Seth Schikler]

First appeared in  http://www.pipeburn.com

Custom BMW R100 | Dirt Tracker

BMW R100 Dirt Tracker Custom built by Fuel Bespoke Motorcycles. Owner of this BMW R100 Dave from England decided to commission the guys at Fuel Bespoke Motorcycles to build his new "Custom BMW R100 Tracker". Dave has participated in "the Scram Africa" where he happened to crash his bike at the Desert stage. Custom BMW R100 Dirt Tracker was conceived after several sketches by the builders. The ultimate goal was to make it Lighter yet performing.

Custom BMW R100 Dirt Tracker Features

BMW K75 front suspension, brakes were borrowed, two Mikuni carbs, K&N air intakes, Öhlins rear suspension, Fondseca quick throttle, Custom LSL handlebars,  Motogadget Motoscope speedo, Bates headlamp, Custom battery box, modified rear frame, custom exhaust, side panels (aluminum), Custom seat.

Fuel Bespoke Motorcycles has done a marvelous job with the Custom BMW R100 Dirt Tracker.

First read on http://www.way2speed.com
 

Yamaha SR500 by Bunker of Istanbul

If you’ve been to Istanbul, you’ll know that it’s riot of color. The bazaars and basilicas are an assault on the retinas, in the best possible way.
So it’s surprising to discover that this cool and understated Yamaha SR500 comes from the city formerly known as Constantinople. It’s the work of brothers Mert and Can Uzer of Bunker Custom Motorcycles, and was commissioned by a kite boarder.
“After the first conversations with the client, we decided on a primitive but robust machine. The SR500 was the first to pop into our minds, but it’s really hard to find decent bikes in Turkey—and finding an SR500 is even harder.”

Mert managed to locate an SR500 for sale a whopping 330 km away, in the mountain city of Eskişehir. And as soon as the bike was back in the shop, the Bunker crew set to work. “We’ve aimed for a scrambler-style setup,” says Mert. “The bike will spend time on the rough roads of Alaçatı, one of the best surfing spots in Turkey.”
The look is handmade and raw, with the custom tank dictating the style. “Although we love the original SR500 tank, we always thought it could have been better.” The new tank has a more geometric design, and it’s also a little shorter—to suit the new riding posture and ergonomics. It’s finished with a brushed effect and stark black and blue stripes, with a clear coat to protect it.

To keep weight down, Mert and co. have used aluminum wherever possible. The fenders and engine guard are hand-made, and there’s a new loop at the back of the frame—fitted at an angle to allow for longer-travel, 14.25” Progressive Suspension shocks.
The engine has been rebuilt with big valves and now breathes through a 38 mm Mikuni Sudco racing carb and a K&N filter. Gases exit via stainless headers hooked up to a Dime City Cycles muffler. “It’s tuned accordingly,” says Mert, “and the torque is amazing.” High flow, dual feed oil lines from Motolanna help keep temperatures down.

Bunker have hand-sanded the frame down to the metal, to accentuate the raw look, and added a coat of electrostatic clear paint for protection. There’s a new CNC-cut handlebar clamp, engraved with the model number and year, and a rack on the side of the frame for carrying a large kite. The electrics are now under the custom brown leather seat; they take up minimal room, thanks to a battery eliminator kit.
It’s a clean and beautifully detailed build—with a cool elegance that will stand out amidst the hustle and bustle of Istanbul. Top marks to the Uzer brothers, and expect to hear a lot more about Bunker in the future.
Photos by Onur Aynagoz. Follow the adventures of Bunker Custom Cycles via their Facebook page. Our coverage of their previous builds is here.

The post Yamaha SR500 by Bunker of Istanbul appeared first on Bike EXIF.

Der Kosmische Reiter

Being a Climbing Arborist, (a man that gets paid to climb trees and chop bits off; awesome) Heiner Trapp, from Austria knows a fair bit about maintaing a two stroke engine and keeping one tuned. Having a gnarly Husqvarna chainsaw bog down on you mid cut, outstretched and hanging over a power line is nobody’s idea of fun.
Heiner is no stranger to custom bikes, having been introduced to a CX500 by a neighbour when he was just 12 years old before starting his riding life with a Kreidler RMC, in full chrome trim. Google it, I had to; If I could have had a tank like that at 16 there would have been a world shortage of Autosol. A couple of years later and nearly grown up Heiner upgraded to a Yamaha RD, the stuff of dreams and now legend. Without the money to modify back then, this legend needed revisiting.

Whilst felling trees on some old guys farm Heiner noticed an old “puke green” RD/ RZ350 YPVS, lurking in the corner of a stable. He simply had to have it, so struck a deal, carted the jalopy home and set about a design; it was to be the fast, lightweight custom he’d dreamt about as a skint teenager.


With some assistance from Austrian customiser, Bernhard Naumann, Heiner set up Tree Work Csutom to build “der Kosmische Reiter” or in less foreign, The Cosmic Rider

Bernhard was commissioned with fabricating the aluminium tank and tail section, which look mighty with the tan leather strap and Monza cap. Another bike that looks fast, stood still in the studio. The pictures here with the darker tan seat are from a previous shoot, Cosmic Rider now wears the lighter and more handsome suede version.

The engine was completely stripped and all cases and exterior faces vapour blasted and powder coated. Wössner pistons were fitted to a race spec crank, using Emil Schwarz bearings; these people have umlauts and Zs in their names so must be very fast indeed. Normal sounding Jim Lomas made the exhaust, but a quick Google suggests he is far from normal. An racer and exhaust manufacturer with a knowledge of two stroke and how to coax ponies from Yamaha twins and singles. The ECU is by Celltronic which plays its part in the 70hp dyne result.

The custom fairing provides somewhere to hide from speed robbing fresh air, if the front wheel will actually stay in contact with the road that is. Anyone who’s tried to pass a TüV in Germany or any other foreign version of th UK’s MOT will attest that EU laws are stringent and bonkers but somehow this thing is fully road legal in Austria. Heiner must have a contract doing the trees at the Department of Transport or something.

There’s something a little bit Paul Smart Ducati about the overall look of this bike with the fairing on. Dutch, fancy a go on this one and make yourself feel young again?


Youth revisited and smiles all round, Heiner is settling into a more sedate build for number two, a BMW R50 1955. Let’s see how that one turns out.

heiner.trapp@baumpflege-trapp.at sent you some files ‘1. My name ist Heiner Trapp, I am from Austria and I am an climbing arborist. I love and build bikes since I was a teen (now about 34 years ago ). I started my “carreer”, when a neighbour showed me he his CX500 when I was 12 years old. From this day on I was “infected” and started with a Kreidler RMC in full chrome, long fork, etc. For the RD I was “inspired”, because it was my first “real-ride”, when I was 18 years old, but I didn´t have money to customize it.. So I wanted to “return” Just call me “TreeWork-Custom” For my actual bike I worked together with Bernhard Naumann –> the “Blechmann” from Burgenland here in Austria.
2. My bike is a Yamaha RD/ RZ350 YPVS, built in 1984. I found the bike when I was working at a farmers house, it was hidden in a corner of a stable. Remembering my “first bike with 18″, I HAD to have it The Yamaha wasn´t in a good condition and coloured in pukey-green My vision was a fast light-white custom 2stroke, as I would have built in my youth if I had the money for it.
Customs: – modified frame – Wilbers suspensions – Jim Lomas race exhaust – Custom Wireless with celltronic ECU – Emil Schwarz bearings – Wössner pistons – race crank shaft – the aluminium parts are ALL HANDMADE and hand-polished (by Bernhard Naumann – the”Blechmann”) – all parts were glas-blasted and powder-coated – the seat is handmade fine-leather Now with all modifications it has 70PS horsepower.
Challenge? Mistakes? – the whole bike-building was a “challenge” from the beginning till the end
Unique signature features? – would say the whole bike is one , especially the plate “der Kosmische Reiter” (the Cosmic Rider)
So “we” named my custom racer “der Kosmische Reiter”
How it rides? – lineaged from the Yamaha TZ250 GP Racer it “rides like hell”, especially in curves…
Finally I can just say – I AM VERY HAPPY WITH THE RESULT of MY bike, but you know – “A bikerÂŽs work is NEVER done”…
The next project I have in mind is to custom a BMW R50 1955 – I will let you know of the results if you like to.
Yours
Heiner – TreeWork-Customs
To the pics:
The pictures with the red seat are from the FIRST update in 2011.
By the way – the bike is all street legal!
Do you know what THAT means in Europe??.. ;)’

Posted by Ross Sharp on Sep 1, 2014 in Shed Builds
First appeared in http://thebikeshed.cc 

R nine T Custom Project: the builders

It’s not often that we get an insight into the minds and work processes of Japan’s custom motorcycle builders. The language barrier is simply too much. So we’re wrapping up our coverage of BMW’s R nineT Custom Project by interviewing the four builders involved.
Although they’re at the top of their game—and undoubtedly some of the most proficient builders in the world—customizing the R nineT presented unusual challenges. After all, there’s a big difference between a modern motorcycle packed with electronics and a vintage Harley or Yamaha SR.
Thanks to motorcycle journalist Tadashi Kohno, we take a look at the obstacles faced by the builders, and how they overcame them.
Shiro Nakajima, 46Works
What aspect of the custom build did you focus on? I paid particular attention to the ‘drive’ it produces. So you could say I focused on aspects such as lightness, speed, and ease of operation. I think I have created a bike that would be enjoyable to ride on winding mountain roads.
What was the most difficult aspect of the design and creation? The external design. Until this bike, I had only made one tank from aluminum plating and only one seat too—so I had little experience. And having to make everything by hand from scratch was the hardest part. After that, I made other components like the muffler and the rearsets: these are things I have previous experience with, and weren’t as difficult to work out. It was the external design and look of the bike that was difficult.
In what areas do you think that you have been able to stamp your own individuality on the bike, in comparison to the standard R nineT? The standard R nineT is a great bike, enjoyable and well made. So my aim was to create a bike that would retain the great ride while adding more enjoyment and a good feel.
The first thing I concentrated on was lightness—I haven’t added anything that would make the bike heavier. It is composed of materials aimed at making it lighter, without compromising performance. Although I haven’t weighed my bike, I would guess that it is approximately 30kg lighter than the standard R nineT. The rider can actually feel that the bike is lighter, simply by pushing it. I believe that lightness equals speed and a good ride, so that is the aspect that I gave most attention to.
What was the R nineT like as the base for your custom bike? When I first saw the bike I thought that it would be difficult to create a custom build. There are many electronic parts, including computers and ABS units; I thought that it would be a difficult task to move and relocate these components. But I found that these parts could be removed and relocated, which made the work easier. There were no aspects of the design that I compromised just because the R nineT is a brand new bike.
Are there new bikes like this one that are difficult to work on because they are the latest models? Most other BMW models employ the Telelever, which is different to a standard front fork and makes it difficult to decide on a style for a custom built bike. As the R nineT is a relatively orthodox bike, I think it is easier to customize in various styles. As a base bike it is fun to work with and gives you the freedom to achieve various designs.
The most intensive work on the bike was in the later stages, but did you have an idea or vision for the kind of bike you wanted to create right from the beginning? Right from the start I had decided on a direction for the kind of style I was aiming for. However, our workshop moved to a new location, and it took time for the environment to be prepared to start the custom build. Right at the end I was rushing to complete the finalized bike. Even with only one day to go before the deadline, there is always something that you want to try one more time—or something that you want to tinker with.
Have other bikes you have worked on been in a similar style? It is very unusual to be left to custom-build a bike exactly how you want to do it, without input from other people. It was also a unique situation with four people being asked to create their customized version of the same bike. I didn’t want to let myself down, and this gave me the motivation to do everything I could, and work on the bike right up to the deadline.
What was the part of the process that caused you the greatest headache? I redid the tank in different ways, and asked for advice from people who are more expert in panel beating than me. In the end it was possible to create the tank and other components through a process of trial and error.
How satisfying has this custom project been for you? If I had more time, there are still things that I would have like to have done. But this was work and not a hobby: I had to work to a deadline, and from that perspective I can say that this project has been really satisfying.
Kaichiro Kurosu, Cherry’s Company
What aspects of the custom project did you focus on? The line of the bike is the thing I particularly concentrated on. So that all the parts would come together as a unified whole, I worked to create a single body, bringing the tank, fenders, and fairing together. I designed the bike so that it would be in beautiful alignment when looking from front to rear, and focused particularly on the shape. I am satisfied that I accomplished what I set out to do.
Was there anything that you found particularly difficult? I used a long piece of wire to devise the lines for the bike, placing the wire along the body to see how it would look. This process took a long time until I decided on the kind of line I would create.
Was there a bit of guesswork involved in the process? The actual three-dimensional shape of the bike developed and evolved in my mind. I wouldn’t have been able to do anything if I didn’t have an idea in mind in the first place. For me, I usually imagine the finished product in my head before engaging in the actual work process.
In an interview during the creation process you said that you were worried about certain aspects, and had lost sight of what you were aiming for. In the end, did you find that you were able to create the kind of bike you initially visualized? Yes, I was able to express the image I had in mind. Once the paint was applied I knew that I wasn’t wrong. I was very relieved. It’s a little bit strange, but there are always aspects of a project that you don’t know where to start.
In the ‘production process’ interview you mentioned a theme that you had in mind. BMW Motorrad is approaching its 100th anniversary, so I was thinking about the bikes that BMW has created over the years. I then came up with a theme of the “near future.” After all, ten years from now would be the “near future” wouldn’t it? That was the starting point for the “future” theme.
So what specific parts of your bike express a “future” theme? That’s a difficult question, hard to explain in words. For example, if the engine in the bike were to be replaced with an electric motor, it wouldn’t have a bad impact on the style of the bike. That is what I had in mind when I was designing it. I believe that electric motorbikes will become a reality in the future and I wanted to create a bike that would suit even an electric-powered machine. That was part of the theme I had in mind.
How is your bike different to the standard R nineT? The standard R nineT is a really enjoyable bike to ride, but I wanted to see if I could improve the position and also the appearance. I think that by changing the positioning, the ways that the bike can be used and also the ways to enjoy it have also changed a little.
In changing the position, my idea was to make the bike into something sportier and more aggressive. The standard R nineT is a bike that makes you want to set out on a long road trip, but I think my bike is more for other times when you just want to “get up and go!” Neither of these images is better than the other, but I think that it is this image of wanting to set off and go that is different about my bike.
What was your impression of the R nineT as a base for customization? This was the first BMW I had ever customized, and although I didn’t think it would be easy, I didn’t know that it would be easier than other BMW models, because this was my first time to work with a BMW.
Now that the project is over and I look back, I can see that there were parts that were easy to do. Although it’s difficult for me to speak about this as I don’t have experience with other BMWs to compare it with, the BMW bike was how I thought it would be. It was also perhaps easier to customize and reconfigure than other recent motorbike models. It was probably because the R nineT doesn’t have an electronic-controlled front fork and does not feature too many electronically controlled components, and the fact that the frame is expertly made that it was easy to customize and incorporate parts. I think that among BMW bikes, it was probably an easy one to customize.
What sort of presence do you think that your finished bike has? I think that in the end I have created something that is still a BMW at heart. This was something that I kept in the forefront of my mind, namely that this was a BMW bike and that I couldn’t eliminate that “BMW feel.” However, if you ask me what it is that gives a bike its “BMW feel,” that is again something that is difficult to explain because it is intangible. That may be my own preconceived idea, though. However, I believe that my bike is one that is ultimately still recognizable as a BMW and I am pleased about that.

Customization work is also for a customer and if the customer requires a touring bike, then you must create a bike according to that request. However, this time I made the bike for myself. I wondered what the bike would feel like to ride and I actually took it out on the road before it was customized, which helped me to identify the things I wanted to do with the bike and probably helped in the process of creating its final form.
What name would you give your bike? It has a name. I have called it “Highway Fighter.” It gives it the image of burning up the highway and disappearing into the distance.
What have you gained from this custom project? I have gained a great deal. As I noted in the “production process” interview, I realized from this project that I needed to renew myself and my ideas. And I thought that this project would be the kind of thing that would help me to create something new. After all, this was the first time I produced a custom design for a BMW. In that sense, although I am not boasting, I believe that the project was very important for me in that it has given me new choices for next steps and the directions that I can take from now have increased. I want to continue to work on custom projects as I feel it is something I must carry on doing. That was one of the really big results of this project for me.
Would you like to take on a challenge like this in the future? Yes, if something came up, I would. If a BMW customer came to me there would be no reason to refuse. I think that before this project, if someone had brought a BMW motorbike to me, I would have refused the job because I had no previous experience. From now on, if someone were to give me the chance to customize a BMW bike, I would be delighted to accept!
Hideya Togashi, Hide Motorcycle
What aspect of your bike did you focus most attention on? The aluminum tank. I wanted to show the aluminum in its natural state, without painting it. I therefore had to beat out the shape—this was the task that was most difficult, and caused me the greatest trouble.
So is the aluminum tank also the key characteristic of your bike? It was a case of self-gratification really. But in my image of the completed bike, I wanted to show the aluminum. Is it difficult to show the tank in its raw and natural state? If you paint the tank you can cover any slight deformations by creating an undercoat from putty, and then sanding the tank down to make the surface smooth. With a natural aluminum tank this is not possible, so you have to beat out any deformations from the inside to create a smooth surface. That process is really difficult. The tank can become distorted or lose its symmetry, so the work to create the tank is a real headache. It took a month to complete. I had to think carefully while I was creating it.
Would you say that this is the prime characteristic of the bike you have customized? Yes. Although the overall shape and form of the bike has its own individuality, on any bike it is the tank that your eyes naturally go to first. The fairing also caused me difficulty: to create the base shape you use wire, which you then spray with urethane foam. After that, you sand it down to the shape you require. And if you sand off too much, you can easily go back and do it again, or add a little more volume where required.
Although it takes time, it is a job that anyone can do. In contrast, the aluminum tank requires technical skill. That is the difference, and that is why I selected the tank as the main characteristic of the bike.
What differences have you have been able to express with your custom bike in comparison to the original R nineT? With a customized bike anything is possible. And as you can see with this project, four very different bikes have been created under the same conditions and in the same time frame. The original bike was easy to reconfigure, but the most significant factor was that we were free to do what we liked with this custom build. In truth I don’t know what the ride of my bike is like, as I haven’t had the chance to ride it that much!
It is largely Harley Davidson bikes that tend to be customized. What was it like to work on the R nineT as the base for a customized bike? It was a really good experience. Harleys are rather unsophisticated aren’t they? [Laughs] I don’t think I’ll be allowed to use a Harley if I say this, but if you spend between 100 to 300,000 yen on a custom project on a Harley you can improve the areas that the manufacturer left a little rough around the edges—and make the bike better and more stylish.
But the standard R nineT is already extremely well made, and there aren’t many things that have been overlooked or need tweaking. It’s already a very stylish and good-looking bike without being customized. So the challenge is to consider what you can improve, or how you can make it look better with a custom build. That is the concept I was working on for this project, and in that sense I don’t think that it has been a normal custom build project.
How did you find working on this project with its limited time frame? Have you done everything you could have done? I did everything I could until there was no more to do. The only thing left is to actually take it out on the road, and give some attention to the ride itself. In terms of the custom build I don’t think there is anything left to do.
What sort of presence does your finished bike have? I was thinking about where we go from here. If it was my own bike, I would take it out to fine-tune the ride and ensure that it was enjoyable. I would be looking to make adjustments—such as the suspension settings—and make sure it is a bike that is in tune with my own body. That is the way to boost the enjoyment of the ride, and increase love for your machine.
Has this project provided you with a good experience for future custom build projects? I really racked my brains to make this bike. Sometimes, when you open up the drawers of your mind, you find that there is nothing there. This project was one where I had to delve deep into my mind and draw on my experience, and it has given me great motivation for my next custom project, and the kind of bikes I would like to build in the future. In that sense it was a truly great experience.
Go Takamine, BratStyle
What aspects of the design did you concentrate most on, and what are you most satisfied with? I wanted to create a normal bike for riding around the city. So I focused on creating standard parallel lines that would not look unusual if the bike were to be lined up with the SR and SX bikes that we often deal with at BratStyle.
What aspects did you find difficult? As the frame of the R nineT does not lend itself to the kind of parallel lines I was seeking to create, that was the aspect that I spent the most time thinking about.
Do you create a customized bike based on gut feeling? Yes, I work from instinct. But there are times when instinct alone does not go as well as you thought.
How is your bike different from the standard R nineT? At a glance I think that my bike probably looks like an older bike. I have changed the size of the tires, and the external look is entirely different. I think I have achieved an interesting feel that mixes both new and old.
What is the ride like? The ride has become lighter. I think that the standard model is easiest to ride, but you can have a good time on this customized version too.
What was the R nineT like as a base model for customization? It wasn’t easy, but it provided a challenge that increased my passion for the project.
What aspects did you intend to show in your bike? I wanted to create a bike that you would normally ride around the city. Although I have customized many parts, I didn’t want them to be obvious. My aim was to create a normal city bike, not a show car.
What specific things did you find difficult? When you start taking parts off, you realize that there are quite a few that aren’t particularly stylish or good-looking. I disguised these parts with pipes and adjusted the length or width to find a balance that I liked. I originally had not intended to change the front fork, but in the end I changed it for a standard upright fork.
Through this project you got to customize a bike that you would not normally handle. Has the process changed you in any way? I have learned a lot and would like to do more of this kind of work on new bikes. It was a really interesting project.
You have said that the ride of the standard R nineT is best, so what is the attraction of a custom build? I like that I can make a bike that you won’t find anywhere else. I make them so that this unique aura shines through. Although there may be aspects that aren’t as good as the standard model, I think it is good for bikes to have an original feel to them.
What do you think about the bikes created by other builders? They’re all amazing—the character of each person really comes through.
To see the builders’ detailed project diaries, visit the official R nineT Custom Project website. For more images of the custom builds, check out Part 1 of this coverage.

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