Custom Yamaha DragStar 650 | Wild Boar

Custom Yamaha DragStar 650  | Wild Boar | Mad Crow Garage
Joaquin approached Mad Crow Garage to customize his Yamaha 650 Dragstar, there was little idea on how to go about this custom build. For starters, the Custom Yamaha DragStar 650 had to have the widest rear tyres. numerous parts were sourced from Harley-Davidson, the Short rear fender and the springer suspension was installed followed by Kuriakin air filter and exhaust pipes and incredible custom triple-coated paint job.

First appeared in way2speed.com

Hoxton Moto CB550

Hoxton Moto, based in East London, are self-described ‘new kids on the block’ with this ‘HM02′ CB550 Brat only their second build. Shaun Fenton and Andrew Hunt, the two guys behind Hoxton Moto, have backgrounds in broadcast TV. Shaun is a cameraman and editor responsible for, amongst commercials and pop-promos, the 1998 self-financed documentary about London motorcycle couriers Mad Dogs which was broadcast on ITV and the Discovery channel.

Shaun and Andrew were bitten by the biking bug early: Andrew’s dad has an eclectic collection of motorcycles which seeded his interest in early Ducatis; Shaun apprenticed at Ricardo engineering where rubbing shoulders with engineers and fellow bike enthusiasts got Shaun “hooked on the freedom and excitement of bikes.”

Hoxton Moto started life as a YouTube channel creating short programmes “for bikers by bikers” before succumbing to the lure of building their own bikes. Shaun’s always been around bikes, doing maintenance and repairs, but 4 years ago at the Vintage Motorcycle 1000 Bikes event at Mallory Park he was inspired by the 1960s TT-winning Hondas to create Hoxton Moto’s first build: a CB400/4-based race replica. “We’ve always had a passion for motorcycles, classic, modern and dirt. I’m torn between the garage and the need to produce TV, but I’ve recently made more time in the shed to build bikes and set up Hoxton Moto.”

This time, the inspiration for their second build started with the tyres: “after viewing many bikes on BSMC, one feature that stood out was the classic tyres”. Firestone Deluxe Champion tyres were the first purchase to compliment the donor bike, a 1977 Honda CB550 K3 bought ‘blind’ off eBay which Shaun describes as “regrettable”. On collection it became quickly apparent that the bike had been neglected over the years with oil leaks, odd wiring, and stripped threads ‘repaired’ with self-tapping screws (never a good sign!). “As I rolled it into the van I realised I’d made a major fuck-up and would have to strip the bike completely and sort the mechanical problems before any design ideas.”
Hoxton Moto set out to create a simple, stripped-back, no fuss, functional machine with a few standout features to make the bike distinctive.

The engine was overhauled including repairing a cracked rocker cover, replacing a bent exhaust valve, a new cam chain, some minor porting, and a complete rewire involving a DynaTech electronic ignition and coils. The original Keihin PD carbs were retained with RAM air pods replacing the air box. The exhaust uses the original 4-into-1 downpipes with a Universal Megaphone Reverse Cone silencer found at an auto jumble: “the sound is noticeable and raw but the neighbours haven’t complained yet.”
The guys stripped the rusted frame and chopped the rear end to support a custom Glen Moger “brat-ish” (comfortable) seat in black leather. The original rims and hubs were painted, re-laced with stainless spokes, and shod with those classic Firestones (4.00-19″ up front, 4.50-18″ at the rear). A Monza fuel cap was welded on to the original tank, which was painted a black, red and white colour scheme with “a hint of 70s Honda throwback.”

The distinctive rear light was salvaged from a BSA Bantam, complimented by a renovated 1940s Villiers headlight and a Veglia speedometer from a late ’80s Ducati SS (which also supplied the mudguard) all held by custom HM brackets. “There’s plenty of grunt in the 550cc engine, but the handling of the Firestone tyres takes some getting used to, especially committing into bends. ’70s braking needs anticipation, but that’s the character of the ride.”

So, what next from Hoxton Moto? “We’re considering building a smaller twin or single cylinder bike. Similar style, but with more mods and more unique features.” You can see Shaun and Andrew’s first build and other short films about bike reviews, workshop tips and custom builds at their YouTube channel, their website or Facebook page

Posted by Hugo Eccles on Apr 3, 2014 in Hoxton Moto

Herencia Custom Garage – Triumph Bobber

This is the latest build from German Karp and Federico Lozada of the Argentina based HCG (Herencia Custom Garage) For this project the guys wanted to build a bike with the ‘essence and spirit’ of a 50’s bobber, but with the all important modern reliability. Starting with a Triumph Thruxton as the donor bike, German and Federico cut the frame in half and fabricated a new rigid back-end, ensuring that the length & geometry of the original bike remained the same.

An old Triumph gas tank was fettled to fit the modern Hinckley frame, something that gives this Bobber a more 50’s look than the stock item. The solo seat was fitted with adjustable air bags and compressor that should soften the ride, which goes a long way to make this bobber more kidney friendly.

To keep the handlebars clutter free, HCG fitted an internal throttle with welded-on brake and clutch levers. The front cables brake lever operates a discreetly hidden reservoir which in-turn operates the front hydraulic brake. The start and turn switch has also received the minimalist treatment giving the bars the desired effect.

The Thruxton wiring loom is stock, but has been hidden away in the fake oil box which is located under the seat. Below that is the battery box containing a lithium battery. The battery box also doubles up as the mount for the stock rectifier and On/Off ignition switch. Front and rear lights are generic Japanese items with the rear being mounted on the chaincover.

First appeared in bonnefication.com

Shaw Harley-Davidson builds B-Rocket watchmaker tribute bike

British Harley-Davidson dealer and leading customiser Shaw unveiled this stunning B-Rocket at the Baselworld Jewellery and Watch show in Switzerland but it has taken months of work to finish.

The bike was commissioned by watch company Bell & Ross and is in fact the second machine the company has ordered. In 2011 Bell & Ross had the Nascafe racer built with a carbon-cased BR7 watch set into the fuel tank.

The ‘aeero-inspired’ design harks back to the streamliner world record attempt
Shaw’s press release states: “A direct offshoot of the B-Rocket, the BR 01 B-Rocket is the ultimate watch for drivers and riders alike. Just like the high-speed motorcycle it is designed to accompany, this instrument is impressive; its case measures 46mm in diameter. The ultimate in timing your speed, it has a large minutes counter, with a tachymetric scale on the outer edge of the dial, which as a matter of priority measures short periods of time and allows your performance to be instantly displayed. From a functional point of view, the chronograph is automatically triggered by the highway push-piece.

Steve Willis, Dealer Principal at Shaw H-D said: “We’ve had loads of people wanting to sneak a peek at this new motorcycle but its design was kept a complete secret. I don’t think anybody was expecting what was unveiled, it’s one of our proudest creations yet. The B-Rocket’s look was inspired by speed-bikes and the 60’s experimental US aviation to reflect Bell & Ross’ long-standing relationship with, and passion for, aviation equipment.”
 
First appeared in www.motorcyclenews.com

Top 5 Triumph Bonneville customs

Bike exif already rounded up their favorite Triumph Scramblers and Thruxtons, but today they’re tackling the base model in Triumph’s modern classics line—the Bonneville.
Styled after the Bonnies of the 60s and 70s, the ‘new’ Bonneville was released in 2001 and went on to form the basis for the Scrambler and Thruxton. It’s been available in a few designations over the years, including the standard, SE and T100 models, the main differences being trimmings and, in some cases, wheels.
While it might not look as dressed-up as the Scrambler or the Thruxton, the stock Bonneville invokes more than enough nostalgia. It’s just as popular among riders and builders alike. As usual, that makes the task of selecting our favorite five almost impossible.
Mule Motorcycles Some would call Richard Pollock outspoken; others might say he’s opinionated. Either way, there’s no doubt that he’s one of the most experienced and knowledgeable builders around. (Just check his guide to building a cafe racer.) If you have a Hinckley Bonneville in need of customization, you’ll be in good hands.
This particular Bonnie is loaded with significant performance upgrades. For starters, the engine was sent to Triumph Performance USA and bored out to 904cc and fitted with new cams, 39mm Keihin FCR flat-slide carbs and a remapped ignition module. That, and the 2-into-1 Mule exhaust system, resulted in a healthy 85bhp at the rear wheel.
Handling is taken care of by upside-down forks from a Yamaha YZF-R6 and Race Tech rear shocks, built to Mule’s specifications, with 19” Sun wheels wrapped in flat-track rubber. Bolt-on Mule frame downtubes hold the new Earl’s competition oil-cooler. The fiberglass tail unit is also a Mule catalogue part—fitting it requires shortening the subframe by about six inches, and it’s supplied with an end-cap assembly that’s welded in place and houses the tail light and license plate bracket.
The end result has a remarkably factory-race feel to it. If Triumph had to add a ‘Tracker’ to their modern classics range, this is what I imagine it would look like. [More about this bike | Mule Motorcycles]
Image by David Edwards of BikeCraft magazine.
Mr Martini ‘Shorty’ We’ve featured Nicola Martini’s work in all three of our Triumph modern classics Top 5s—and with over two decades’ experience working with the marque, that’s not surprising. This is ‘Shorty,’ a bare bones 2006 Bonneville with clear dirt-track influences.
In typical Mr Martini fashion the finishes are classy—a smaller, more angular fuel tank done in a retro yellow, complemented by yellow piping on the custom brown leather seat. Upgrades include an aluminum swingarm, Bitubo rear shocks, new bars and risers, and a bespoke exhaust system from Zard. Number boards and huge air filters add to the bike’s air of single-mindedness, with the lack of a front brake, front fender and any running lights driving the point home. [More about this bike | Mr Martini]
Deus ‘Dave’s Bonney’/Cherry Red Deus are know for designing motorcycles with clean lines and gorgeous paint—but this one’s particularly stunning, even by the Sydney company’s standards. A fair amount of work’s gone into it: It’s been lowered two inches, the swingarm extended and the subframe shortened and modified.
The suspension’s been upgraded as well, and 18” (rear) and 19” (front) alloy “H” pattern rims are fitted with stainless steel spokes. Tingate 41mm clip-ons and Norman Hyde rear sets replace the stock bars and controls. The most noticeable change, however, is the bodywork—starting with a modified Kawasaki W650 fuel tank, which also houses the fuel injection module, and ending with a fiberglass tail unit with a neatly integrated taillight. Tying it all together is an incredible paint job by Dutchy’s. [More about this bike | Deus Customs]
Wrenchmonkees T100 It’s not often that you see a fairing on a Bonny, but the Wrenchmonkees have pulled it off superbly. It’s a T100 built in 2011 for the opening of Italian motorcycle and lifestyle store, Hook Motors. It’s quite a looker and could quite easily be mistaken for a vintage race bike, thanks to that fairing and the café-style Wrenchmonkees tail unit.
It also features one-off side covers, LSL rear sets and clip-ons, Bitubo shocks and Avon tires. Both the taillight and headlight are from the Wrenchmonkees catalogue—the latter mounted in the fairing and offset to the right. The color is perfect—British Racing Green with hand-drawn logos. [More about this bike | Wrenchmonkees]
MeanMachines ‘Mad Max’ Australian builder Wenley Ng said that his aim with this 2008-model Bonnie was to “build a monster truck tracker.” I’d say he succeeded. ‘Mad Max,’ as Wenley’s dubbed it, owes most of its prowess to its huge tires—130-section at the front, and 200 at the rear. Accommodating those are upside down forks from a Suzuki GSX-R, mounted in custom triple trees, and a widened and extended swingarm with a mono-shock conversion.
The subframe’s been shortened to match the perforated leather seat, and the tank raised slightly at the rear to further alter the bike’s stance. There’s a host of other mods, including the expertly crafted 2-into-1-into-2 exhaust system, and the engine’s received pod filters, a re-jet and a dyno tune.
An especially nice touch is the custom-made, oversized inspection window on the clutch cover. Finishing everything off is a striking candy red color scheme with white accents. [More about this bike | MeanMachines]
Photo by Cam Elkins of Stories of Bike.
Honorable mentions must go out to Cafe Racer Dreams, Dime City Cycles, Ton-Up Garage and British Customs—all of whom have put out great examples that narrowly missed our final list. If you think there’s another Triumph Bonneville custom that should belong here, let us know in the comments.

First appeared in www.bikeexif.com

Tan DS’s 250 Tracker

Conceived in early 2013, this stunning Honda LA250 from Ho Chi Minh City is the love-child of TanDS Le.  As this was his first build, he heavily researched the online custom community for inspiration. A three month local search located a 1984 donor, and the project began with a partial engine rebuild and frame modification.

Drawing on his resources as a photographer and designer he worked with digital programs to hone the colour palette and form contouring to perfect a look that reflected his very specific vision. The tank was replaced with one from a Yamaha SR250 and the spoke wheels were swapped out for re-powdercoated mags from a CB400.

The exhaust is hand fabricated, the battery and wiring relocated and concealed, and the shortie aluminium mudguards are custom made.

Getting motorcycle parts and accessories in Vietnam isn’t easy, so custom parts, such as the Daytona speedo, Kijima grips, CGC signal lights, CNC bar-end mirrors, KY handle bars and the  K&N air filter, were all imported from Japan.

The bike was finished in black, silver and gray, with a highlighted decal along the gas tank to emphasize dark-brown seat and grips. The project was finished in six months with many changes and U turns along the way.

The quality of this shed built bike would be the envy of many a pro builder, and the care and detail is evident from every angle. It’s a great piece of work and we’re very grateful with TanDS for sharing with us here at the Bike Shed.

We’ll leave TanDS with the last word. “To me, it is more than just a vehicle as it is my loyal company in any adventure, and it is so much more than just a mean of transportation as it has made all the experiences and memories I’ve had on the road truly priceless.”

First appeared in thebikeshed.cc

Top 5 Yamaha XS650 customs by Bike Exif

t feels like the Yamaha XS650 has been around forever, and that’s not far from the truth: it was offered in various guises from 1968 until 1985. But the air-cooled, parallel-twin engine has an even longer history—it was based on a 500cc German Horex copied by the now-defunct Hosk Motorcycles.
The XS was conceived as an alternative to the classic British twins, and the original XS ‘Standard’ was styled in the vein of contemporaries such as the Triumph Bonneville T120. Riders of a more relaxed persuasion could choose the cruiser-styled ‘Special,’ which had a teardrop tank and high, swept back bars.
The XS was popular among racers, with Kenny Roberts piloting it to victory in the 1973 AMA National dirt track series. It’s since become even more popular on the custom scene, probably due to its familiar engine and natural good looks. Here we’ve picked five of our favorite XS650 customs, showcasing its versatility and potential.

An-Bu ‘Skull Tiger’ It’s always refreshing to see a bike that bucks trends—such as this extreme XS from An-Bu of Japan. It was built for the 2013 Yokohama custom show in An-Bu’s signature style—part Mad Max, part Tokyo street culture. The mostly-black colour scheme is punctuated only by the red Hinomaru dot on the ’60s style fairing, and the camouflage-style tank paint. There’s also a full custom exhaust system, and the engine’s been bored out, had its compression raised and been tuned for maximum torque. As if it wasn’t punk-rock enough already, the words printed on either side of the fairing are lyrics from Sex Pistols’ Pretty Vacant. [More about this bike | An-Bu Custom Motors]

Classified Moto ‘Ripper’ Very few builders could get away with painting a bike’s frame powder blue—but Classified Moto’s John Ryland is one of them. What started out as a client project eventually became a BMX-inspired homage to SE’s legendary P.K. Ripper pushbike. It’s a little more playful than Classified’s usual fare, but Ryland’s signature touches are still there—such as the nickel-plated tank and perforated panels on the tail. The kick start lever has a BMW pedal attached to it, and the Classified Moto logo on the tank uses Thrasher magazine’s font. While building the XS, Ryland simultaneously tore down and rebuilt a 2010 P.K. Ripper to match it, complete with a set of iconic Skyway Tuff II mag wheels. [More about this bike | Classified Moto]

Mule Motorcycles ‘MLAV’ Street Tracker This is the third Mule build that we’ve featured in a ‘Top 5′—with good reason. Richard Pollock has a penchant for building über-clean trackers, with a level of attention to detail that borders on obsessive. This XS is built around a custom chromoly steel frame, with billet triple clamps housing the forks from a Honda CBR900RR. Engine mods abound—the most noticeable being a 750cc big-bore kit. The tail unit has a classic flat tracker shape, but is made from carbon fibre. It’s a perfect match for the British racing green Storz tank. [More about this bike | Mule Motorcycles]

La Corona XS650 I realise I may get raked over the coals for selecting a bike with wrapped pipes, Firestones and a thin seat—but I’m doing it anyway. Spain’s La Corona Motorcycles created the perfect city runabout by stripping the XS down to its essentials, then tastefully building it up again with a new, slimmer profile. The tank is from a Suzuki DS, finished in a tasteful two-tone paint scheme. La Corona also removed the starter motor, fitting an electronic ignition to make kick starting easier, and relocated the ignition to the new under-seat battery box. Without an electric start, switchgear on the flat track bars could be kept to a minimum, adding to the bike’s overall air of simplicity. [More about this bike | La Corona Motorcycles]

Drogo Michie’s Flat Tracker Although this ’78 XS looks like it’s ready to blast around a dirt track, it was actually built for London’s streets. It belongs to Drogo Michie, who turned to various shops to execute his vision. Flat track specialists Red Max Speed Shop supplied a Champion seat, Trackmaster tank and Koni rear shocks, and took care of the frame mods and powder coating. Co-Built built the bespoke exhaust system—complete with removable baffles. The paint was done by Kevin Hooper, and was inspired by a ’70s BSA flat tracker. Despite being destined for urban use, Michie ended up taking to the track after all, racing in the UK novice class. [More about this bike | Red Max Speed Shop]

First appeared in www.bikeexif.com

Rough and strong Triumph

Drags & Racing is an Italian custom shop owned by the flamboyant Dino Romano, and he’s been putting out a steady stream of custom Triumphs and Harleys for twenty years now.

 Dino’s latest creation is this Bonneville, and he’s done a remarkable job in giving a modern Triumph an authentic vintage look. (So we’ll forgive him the ubiquitous Steve McQueen reference—the bike is called ‘La Grande Fuga’, meaning Great Escape.) 

There’s a suicide shift on the left, the exhaust has been cannibalized from an Iveco van, and the seat is a genuine 1939 Harley-Davidson item. 

The matte green military paint is equally authentic: it’s from a sixty-year-old cache discovered in a Czech warehouse. La Grande Fuga has attracted a lot of attention on the Italian custom scene, and Dino can build you one for around US$24,000. 

Given the level of customizing going on here—with virtually all bodywork and controls being hand-made—that sounds like a pretty good deal. 

Harley-Davidson Breakout vs. Victory Jackpot vs. Star Raider – Comparison Test

The Wild One may have brought fame to Hollister, California, but it was the biker flick The Wild Angels that put Mecca on the map. You’ve heard of it, right? Dusty agricultural town in Southern California? Lots of taco stands and liquor stores; snarling feral dogs and freight trains that don’t slow down?
Didn’t think so. But it was the town that began Peter Fonda’s outlaw-biker-movie bender, his first turn in the saddle as a storybook Hells Angel member sniffing for boobs and booze-fueled brawls years before he and Hopper became Easy Rider. In The Wild Angels, Fonda and his gang of villainous bikers ride to Mecca, to recover a member’s stolen chopper. Chaos ensues.
When we rode our modern-day chopperesque cruisers into Mecca 40-some years later, the only chaos involved a beergarita spill at the cantina. But we did turn a lot of heads, mostly because the bikes we were riding create a stir without even trying. Choppers and their modern-day reiterations are primarily intended to make an impression, right? They’re about a feeling.
A stance. Style.
Only three large-displacement bikes in today’s market vie for top chopper: the Star Raider, Victory Jackpot and Harley-Davidson Breakout. All are long, lean, mean, as required. The Raider came along first, in 2008. Big engine from the Roadliner, very performance-inspired. The Victory next, in 2009, during the company’s fat-tire phase. And just last year, Harley broke out the Gasser drag era-inspired Breakout.

	UPS	DOWNS
Harley-Davidson Breakout	·       It’s a Harley ·       Oozes cool ·       Glorious fit and finish	·       Least cornering clearance ·       Weak in the mill ·       Bit of a reach to the bar

We could say the Star’s styling is a love/hate thing, but we have yet to find a single person who loves it. The bike is over-embellished to the point of looking garish. Way too many swoops and pointy bits, and bright red paint that draws the eye like hooker nails (there is an extra-cost S version with blue paint and additional chrome, and a black SCL version with a leather seat and braided cables and hoses).
Interestingly, the Raider feels like the bike that should win virtually every performance test in this comparison. But it didn’t. It also sounds the best; throaty and fast. Despite having only five gears, the Star’s transmission is preferable to the Harley and Victory six-speeds for its easy, definitive, quiet shifts. Gear spacing is excellent, so much so that my co-testers never mentioned the missing sixth on the Star. The Breakout’s and Jackpot’s shifts feel industrial: loud and coarse, with the Victory, especially, requiring excessive shift force in the bottom gears.
Our ride to Mecca involved some mountain crossings and winding roads. This is not, of course, the intended proving ground for choppers, and we weren’t expecting much. So, we were giddy about how much fun we had, especially during our turns on the Raider. By all counts, the Star is a terrific cruiser for backroad runs, and even with its lazy 39 degrees of total rake (33 degrees at the head plus a 6-degree yoke angle) and 18-inch, 210-series rear and 21-inch front, testers used words like “nimble,” “stable,” “well-behaved” to describe the Raider’s cornering manners. Best of all, there’s ample cornering clearance, allowing you to really lay it in, and plush-for-the-class suspension (5.1 inches up front, and 3.5 out back) to iron out irregularities.

 

	UPS	DOWNS
Victory Jackpot	·       Sleek styling ·       Comfy ergos ·       Nice power	·       Too sleek to be badass ·       Stiff shifts ·       Gearbox noise

As expected with that gargantuan 250mm rear tire, the Jackpot needs a little coaxing in and out of corners, though it did offer more lean angle than we expected. Suspension travel numbers are comparable to the Raider’s, but the ride isn’t as plush, especially in the rear. The single 300mm floating rotor with four-piston caliper does only an adequate job slowing that gorgeous, black 21-inch Stingray wheel, while the same-size rear rotor, which uses a two-piston caliper, is prone to lockup with the slightest overuse application. The Raider sports dual 298mm discs up front, and a single 310 on the rear that combine for controllable, balanced stopping power. Thank you Yamaha, for not knowing how to dumb-down a motorcycle. Oh, but wait, I forgot this isn’t an aptitude test, it’s a beauty contest.
The Harley Breakout looks really good though it doesn’t handle quite as well as the others, making it the short straw for riding in the mountains and canyons where no one could see us. Transitioning through corners smoothly wasn’t easy, with the Harley’s steering, especially at slow speeds, feeling heavier than the others, so much so that one tester likened the front end to an anvil. Cornering clearance is also noticeably limited compared to the other machines, and suspension travel slightly shorter and less compliant. For 2014, the Breakout comes standard with ABS, which is cool, making it the only chopper here to use advanced safety equipment.
All the bikes pump out fun, off-the-line torque, with the Star’s 113 cubic-incher only slightly out-grunting the Victory’s impressive Freedom 106/6, which on the dyno delivers the best top-end punch. The Harley’s Twin Cam 103B feels neutered by comparison. One fine day, Harley will pack all models with something more potent, even if it’s just the new re-cammed, high-output 103, but until then, you have to admire that while the Breakout is the least mechanically gifted machine of the bunch, it was everyone’s favorite bike in this comparison, and therefore, technically, the winner.

 

	UPS	DOWNS
Star Raider	·       Very fun to ride ·       Awesome drivetrain ·       Bargain of the bunch	·       Overstyled ·       Not a Harley ·       Or is that an up?

That’s right. Sometimes—maybe every time when it comes to choppers—looks can be more important than performance. The Victory is a stunning motorcycle, but there’s something about the sleekness, the perfect jigsaw mating of elements (tank to seat, for example), that make it feel too polished in these edgier stylistic times. Plus, that gigantic tire, wrapped so stylishly in that shiny, skirt-like fender reminds us way too much of Kim Kardashian’s butt.
The Breakout has the badass chopper-slash-drag bike look nailed. The big Gasser wheels, the chopped rear and barely there front fenders, the drag bar, the staggered exhaust, and sculpted seat combine for a sexy, muscular profile. Gorgeous paint and near flawless fit and finish seal the deal.
The only thing that might trump appearance when it comes to choppers is feel. Like, how cool do I feel going down the road. Again, Harley has this dialed. The drag bar is a bit of a reach, but it brings you right into Peter Fonda posture. We were all most comfortable on the Victory with its wide swept-back bar, slightly more neutral footpeg placement and supportive seat, especially at freeway speeds. But again, we were riding to Mecca. On choppers. Feeling pampered isn’t part of that kind of cool.
But then, in this game, cool comes at a cost. The Harley, with standard ABS, is by far the most expensive of the bunch: $18,899 in this Amber Whiskey hue; nearly $3000 more than the Victory and $4000 more than the Star. Ouch. If you like the look, the Jackpot is certainly a great value. And the Raider? That’s one double-bagger of a motorcycle, but it is clearly the most fun to ride.
What would The Wild Angels do? They’d get loaded, of course, steal the Harley and burn the other two.

SPECIFICATIONS
	Harley-Davidson Breakout	Victory Jackpot	Star Raider
PRICE	$18,899	$15,999	$14,990
DRY WEIGHT	680 lb.	661 lb.	719 lb.
WHEELBASE	67.7 in.	66.7 in.	70.7 in.
SEAT HEIGHT	26.1 in.	27.5 in.	26.6 in.
FUEL MILEAGE	38 mpg	38 mpg	32 mpg
0-60 MPH	4.7 sec.	3.7 sec.	3.7 sec.
1/4 MILE	13.49 sec. @ 96.64 mph	12.43 sec. @ 104.75 mph	12.49 sec. @ 103.95 mph
HORSEPOWER	67.6 hp @ 5,120 rpm	86.7 hp @ 4,980 rpm	84.0 hp @ 4,460 rpm
TORQUE	86.8 lb.-ft. @ 2,900 rpm	101.6 lb.-ft. @ 3,010 rpm	109.7 lb.-ft. @ 2,420 rpm
TOP SPEED	114 mph	122 mph	116 mph

 Article appeared first on  www.cycleworld.com