Author: Geoff Baldwin

Gold Standard: Rawhide’s CB750 is 24-Carat Perfection

Post author By Geoff Baldwin
Post date April 28, 2016

As ostentatious as it is, nothing impresses like gold—whether it’s the 24-carat kind, or the foil covering your favorite block of chocolate. And making an impression is precisely what Brandon Wurtz wanted to do with his first professional build.

After a six-year career honing his skills in high-end automotive restoration, he’s ventured out on his own and opened the Rawhide Cycles workshop in Nampa, Idaho. This is his first solo build: A breathtaking 1971 Honda CB750 called the ‘Golden Goose.’

The gold paintwork may be impressive, but a lot more went into the Golden Goose than a few liters of metal flake.

Rather than completely changing Honda’s legendary superbike, Brandon decided to enhance the CB750’s looks and performance by trimming its proportions and lowering its curb weight.

“This is a nod to many of the hot rod muscle cars of the same era,” he explains. “Low, minimalistic and aggressive, with show-class details and paint.”

During the one-month overhaul, Brandon literally left no stone, or shall we say bolt, unturned. Despite the engine having a relatively low mileage, he tore it down for a ground up rebuild.

The transmission was overhauled. The cylinders were honed, the valves and seats machined, and the head and block planed perfectly flat. Then Brandon installed fresh rings, a new cam chain, oil seals, gaskets and all new fasteners.

Rebuilding a 45-year-old electrical system is no easy feat, but Brandon has designed and built a simplified wiring harness using Honda’s original color schematic.

For a clean and consistent spark, he’s combined a Charlie’s Place electronic ignition with powerful Dyna coils. A set of Super Hawk switches controls the accessories.

The original CB750 rims and hubs were powder coated black, re-laced with Buchanan’s stainless steel spokes, and wrapped in Dunlop K81 rubber.

‘Forking by Frank’ contributed a set of 1.5-inch lower stanchions, and the rear end was dropped to match—using 290mm Hagon shocks to level out the Honda’s stance.

In the quest for minimalist proportions, Brandon has ditched the overinflated 1970s seat. In its place sits a Rawhide Cycles seat pan—covered in gold to match the paint.

The seat itself is diamond-stitched black leather, and molded to follow the lines of the frame and fuel tank.

To restore the bike back to its original condition, the swing arm, triple clamps, fenders and frame are finished in gloss black powder. The fork lowers, engine covers, carb bowls, and rear brake plate have been bead blasted to a matte finish, and then sealed in a protective clear coat. “It is a 100% custom restoration, down to every nut and bolt,” Brandon says.

Jack ‘Pacman’ McCann handled the paint, laying down Huffer Micro Gold flake under House of Kolor’s Gold Kandy. In the original CB750 style, he’s also added PPG white pinstripes, before applying a thick, glassy coat of PPG clear.

Looking like a million bucks and running like a Swiss watch, Golden Goose was entered into the Boise Roadster Show in Idaho.

Not surprisingly, the CB750 wowed the judges—and took First Place in the Antique Custom class.

Congratulations to Brandon Wurtz for striking gold on his first attempt. We’ll be keeping a very, very close eye on future Rawhide builds.

Rawhide Cycles | Facebook | Instagram | Images by Peter Lovera

BikeExif BMW motorcycles Custom Motorcycles Other Motorcycle Blogs

Riviera Style: A BMW R100 RS from the Côte d’Azur

Post author By Geoff Baldwin
Post date March 4, 2016

In the small French commune of Saint-André-de-la-Roche, just a few miles inland from Nice, you’ll find the brothers Olivier and Gilles Ortolani. Their business is restoring vintage cars, and doing the occasional custom motorcycle paint job.

After increasing pressure from customers, the pair decided it was time to branch out: it was time to start building motorcycles. After all, there’s no better way to enjoy the balmy Mediterranean climate than on two wheels.

But the Ortolani brothers weren’t going to do it the easy way. They decided that their first custom bike would use as few aftermarket parts as possible. And it’d be a showpiece for their considerable skills in welding, fabrication and metal shaping.

So here we have the Ortolani BMW R100 RS—and it’s clear that we’re going to be seeing many good things from these Frenchmen!

With the help of the third member of the Ortolani team, Maxime, they’ve reengineered the R100RS frame. Aiming to reduce the overall weight, they’ve devised a monoshock rear suspension system, controlled by an energy-absorbing Fournales gas suspension strut.

To hold the shock in place, a trellis support has been added to the stock BMW shaft-drive swingarm. And the rear subframe has been replaced by a shorter structure, to tighten the bike’s proportions.

The original front forks remain, but they’ve been shortened by (just under three inches) and sheathed in custom-made sleeves that beef up the front end.

The fuel tank is vintage—it’s from the now defunct German motorcycle manufacturer MZ, and stripped of its original badges. Aluminum side panels with hand-engraved BMW emblems were fabricated in house.

Aluminum also forms the wasp-like tail unit, the custom rearsets and control levers, and the specially designed bracket supporting a Motogadget speedometer.

The unique stainless steel exhaust is another Ortolani original item, snaking its way around the engine and venting through grilled openings beneath the seat. The larger sections midway hide integrated silencers, providing backpressure for the engine and keeping noise levels within French legal limits.

But weight reduction alone wasn’t enough to get the bike moving as quickly as desired. So the brothers have rebuilt the boxer motor with all-new internals.

Dell’Orto 38mm PHM carbs have been added to each cylinder—an R90S fitment that is a popular upgrade for the R100 engine.

The Ortolanis are big fans of the Rockabilly counterculture, and that shines through in the finishing of the bike. The deep blue paint and oxblood leather seat is a tasteful combination, but it’s the Von Dutch style pinstriping that really gives this bike its character.

It’s a paint technique we don’t often see applied to this style of build—and it adds an subtle American twist to this French-built German machine. We reckon it’s fabuleux.

Ortolani Customs | Facebook

BikeExif Custom Motorcycles Other Motorcycle Blogs Yamaha motorcycles Yamaha SR500

Second Time’s A Charm: One Down Four Up Win Again

Post author By Geoff Baldwin
Post date February 26, 2016

We last heard from Wayne Corbett and Gabrielle Jones of One Down Four Up a year ago: They’d just returned from the The One Motorcycle Show with a trophy for their stunning Yamaha DT250. And what do you know, they’ve just gone and done it again.

This year, their entry was a fresh take on the Yamaha SR500, a platform that’s been chopped and changed literally thousands of times. This ‘SR500IX’ dirt tracker has classic styling, the proportions of a supermodel, and the quality finish you’d expect from a Bentley. And it looks like a real hoot to ride!

“Different metal finishes play a big part on this motorcycle” says Wayne. “There’s nickel electroplating, the matte aluminum of the engine, and brushed stainless for the handlebars. The wheels have chromate coating, the forks and clamps are polished, and we even have brushed fasteners.”

Of all the beautiful finishes used, it’s the nickel plate that’s most impressive. You can see it on the custom exhaust (with aftermarket XT muffler), the box-style swing arm from Hoos Racing, and the de-tabbed frame—all were nickel plated as a nod to old school dirt trackers.

The high luster, yellowish finish looks a million bucks, and provides a highly functional corrosion barrier that’s perfect for the bike’s purpose.

“Another big part of the build was using parts that other people can easily buy for their own builds,” says Wayne. “Although we made changes to everything we used, it really shows how far you can go with parts on the market today.”

The seat pan is a Biltwell Inc number that Wayne and Gabrielle have upholstered in cream leather to match the grips and the custom headlight cover—a neat touch we haven’t seen before. It’s hiding a vintage 4-inch headlight nestled between the stanchions.

As well as aftermarket bits, there’s a selection of custom-made One Down Four Up parts and transplanted items. To get the right off-road racing stance, there’s a set of Bultaco Betor forks up front and NOS Red Wing shocks in the rear.

The front brake has been scrapped for a true dirt track racing configuration. But depending on the rear brake alone for stopping power necessitated another upgrade—so there’s now a Brembo caliper and Nissin master cylinder managing the task.

Sitting over the SR500’s wide oil-in-frame backbone is a modified peanut tank from Lowbrow Customs. The paint design was inspired by the Kenworth truck from 1970s TV show Movin’ On.

The 65-degree stainless handlebars are custom made, and mounted to Can-Am TNT triple clamps.

On their Instagram feed, Wayne and Gabrielle have stated “This is one of our most ambitious builds yet”—and it’s easy to see why. Thankfully all their hard work paid off, and the bike picked up the ‘Do It Right, Do It Once’ trophy from Red Clouds Collective at the One Show.

The SR500IX is one of those bikes you’d love the chance to throw a leg over. It makes you grin just looking at it.

I’m just hoping we don’t have to wait another 12 months before we see another astounding build from this talented pair.

One Down Four Up website | Facebook | Instagram

BikeExif Custom Motorcycles Harley-Davidson Other Motorcycle Blogs Radical Ducati

Remaking The Harley Dyna, Street Tracker Style

Post author By Geoff Baldwin
Post date February 15, 2016

When the Spanish workshop Radical Ducati closed in 2014, we all feared it would be the last we’d see of Pepo Rosell’s incredible work. His 13-year partnership with Reyes Ramon produced some of the best custom Ducatis the world has ever seen.

Thankfully, after a 12-month hiatus, the Frenchman has resurfaced to launch a new workshop—Extreme Pepo. He’s still based in Madrid, but has a more relaxed approach to business.

In an effort to break away from his past, Pepo has begun working on different platforms. And he’s proved that his ability stretches well beyond the confines of Ducati. His Triumph Speed Triple was the starting point, but if that unexpected maneuver didn’t stir up some old Radical fans, his latest work surely will.

‘Gabrielle’ is Pepo’s first ever Harley-Davidson build, and it’s a complete departure from his Radical Ducati style.

“I want to build bikes using all kinds of engines and brands,” Pepo tells us. “I want to show that I’m not simply ‘Mr Radical Ducati.’ I’m also able to ‘XTRemize’ any bike—and what could be farther removed from my earlier work than a Harley-Davidson?”

Gabrielle isn’t just a venture into a new platform though. On this 2000-model Dyna Super Glide, Pepo has also added a dash of street tracker style.

The build began when a customer dropped his Dyna off at the XTR workshop. His only request was that the bike should be able to carry a passenger, and it should have a wide set of handlebars.

Pepo set to work. “I wanted to make a European-style bike with a similar look to a Vincent. I didn’t want to make a typical Harley-Davidson. I’m also very fond of bobbers and dirt track bikes—like the XR750—so they influenced this build as well.”

No XTR Pepo build would be complete without performance tweaks, and Gabrielle is no exception. “The engine and braking have been optimized, and it’s as light as possible—for easy riding on mountain roads.”

To upgrade the Dyna’s front end, Pepo has installed a set of Suzuki GSX-R forks and yokes. The front brakes are a heady mix: Hayabusa 6-piston calipers, custom made 320mm rotors, high performance Fren Tubo brake lines, and a GSX-R lever assembly.

The retuned carb breathes freely through a custom made mesh filter. It spits out an unashamed v-twin rumble through custom-made 2-into-1 exhaust headers and a muffler with a removable neighbor-friendly dB killer. And to ensure all that power can be accessed with a flick of the wrist, there’s a Gonelli quick-open throttle.

The request for two-up riding meant modifying the rear subframe to support a modified seat lifted from a Mash 500, a small-volume retro-style bike sold in France.

With the rear fender gone, Pepo fabricated a custom number plate mount to protect the rider from road grime.

To drop some weight, the hefty stock battery has been replaced by a lithium version; it’s mounted in a custom box behind the race-style number plates. Up front is another flat-track-style racing number, supporting a custom-made headlight with a yellow lens.

Classic motocross-style bars are paired with Gonelli natural rubber grips. Pepo’s kept them tidy by mounting the speedo and oil pressure gauge to the frame, beside the rider’s left thigh. He’s also replaced the bulky Harley switch blocks with compact Motogadget units.

To enhance the racing aesthetic, the bulky Dyna fuel tank was next to go. In its place, Pepo has put a modified Yamaha SR500 tank—with a widened tunnel to sit over the boxy backbone. (The lustrous paint is by Artenruta, one of Spain’s top custom bike painters.)

The final tweak (and a useful weight improvement) comes from swapping the Super Glide’s cast wheels for spoked rims. They’re now wearing Pirelli’s MT66 Route 66 rubber.

Happy with the result, Pepo is now looking at the Harley platform differently. And we could be be seeing more Harleys from his new venture.

This Dyna custom may not have the same aggressive racetrack appeal of the Radical Ducati bikes, but we think Pepo may be on to something. What brand would you like to see him tackle next?

XTR Pepo | Facebook | Instagram | Images by Jose Cepas

BikeExif Custom Motorcycles Other Motorcycle Blogs Suzuki Bandit Suzuki motorcycles

Are We Ready For A Suzuki Bandit Cafe Racer?

Post author By Geoff Baldwin
Post date February 10, 2016

There are some motorcycles that lend themselves easily to cafe racer conversions—like the Hinckley Bonneville, or the Honda CB750. You’ll find a plethora of both in the EXIF archives. Then there are bikes that tend to be overlooked, or in some cases, avoided.

The Suzuki Bandit falls into the latter category. Despite being a naked sports bike, which pretty much sums up what cafe racers are all about, it’s hard to look past the dated ’90s styling and plastic bodywork.

Then there’s the oddly shaped half fairing given to the ‘S’ variants. It’s almost impossible to see how the Bandit could ever be a cafe candidate.

Darrick Bartley didn’t see it that way though. What the Washington State man saw in his 1996 Bandit 600S was a strong performing engine, a good-looking tubular frame and loads of potential. But he knew he had his work cut out.

“I built it in my basement,” says Darrick. “It’s kind of a Bandit now. All that’s really left of the original bike is the tank, engine, and about two-thirds of the frame.”

His goal with the build was simple enough: tear the Bandit 600 apart and turn it into a bare bones, nimble and modern cafe racer that would suit as a daily rider.

During his search for parts, Darrick stumbled across a Ducati Monster tail end, which fit snugly to the rear of the Bandit’s fuel tank. With the bike now in pieces, he enlisted the help of Rob Hancock of Flipside Customs to tackle the framework.

After removing the stock subframe, Rob welded in a curvaceous tail to complement the lines of the backbone and support the Monster seat and cowl.

Darrick then sourced a single-sided swingarm from a Honda NT650 Hawk, so Rob used a water jet cutter to fabricate new mounts for the rear shock and engine.

To give the bike a more aggressive stance, Darrick bolted in the Showa monoshock from a Triumph Speed Triple—which he’s upgraded using a Hyperco spring.

At the pointy end are a set of 2008-spec Suzuki GSX-R1000 forks, and a Triumph Speed Triple front wheel. To declutter the top clamp, Darrick’s replaced the Bandit’s mechanical instrument cluster with a single digital Trail Tech Vapor gauge.

Clip-on bars with discreet bar-end mirrors keep the cockpit clean. Hidden inside the seat and cowl are a lithium battery and the electrics, which have been wired to a custom-made harness.

Finding a fuel tank to follow the lines of the Bandit’s frame would be near impossible. So Darrick kept the stock tank—but stripped off the paint and badges in preparation for a new color scheme.

With the help of friend Steve Marks, the frame and bodywork are now finished in Audi’s Nardo Grey color, with orange highlights to match the Hyperco spring. The engine was given a fresh coat of gloss black, and a gold o-ring chain added to match the anodized front end.

With the Bandit finally looking the part, it was time to improve performance. The air box was removed and twin K&N pod filters were mounted to the mouths of the rebuilt carbs. They’ve been tuned using a Stage 2 jet kit and a +5° timing advancer.

The exhaust headers are standard, but a single SuperTrapp muffler frees up the flow—and adds more bite to the bark.

The bike now weighs in at 40 pounds less than its former self. And the suspension and riding position changes have turned it into a whole new kind of beast.

As a modern take on cafe racer styling, Darrick’s Bandit has hit the nail on the head.

Maybe it’s time we started looking at ’90s motorcycles a little differently?