Category: Japan

Life’s a Beach: The Honda Dominator, Italian style

Post author By Wesley Reyneke
Post date May 17, 2015

Established shops have the pick of the crop when it comes to donor bikes for projects. But when you’re a first-time builder, choosing a suitable platform to cut your teeth on can be daunting.

Ideally, you want something affordable, reliable and easy to work with. Honda’s Dominator is the perfect candidate—which is why Marco di Marcello picked it for his first build.

Based in Rome, Marco juggles his time as a photographer, physiotherapist and athletics trainer. When he has a spare moment, he restores vintage Vespas. Then a chance meeting with the crew from Deus Ex Machina really got his gears turning.

“I was in Lombok, Indonesia, for a holiday,” says Marco. “A friend of mine took me to this wonderful beach called ‘Desert Point,’ a well known surf spot.”

“When we arrived, we discovered that Deus were busy with a photo shoot there. I admired their bikes and talked with the boys. That was the moment when the idea for this project was born.”

Marco began deliberating over which bike to start with, and how he’d customize it. The goal was to find something fun but cheap—so any rookie errors wouldn’t be too costly.

“After internet research, I realized that the Honda Dominator was a good starting point—I saw beautiful examples from guys like me and various pro garages. As we say in Italy, ‘spend little, with maximum performance’.”

Marco sourced a 1989 kick-start model in limited edition gold. It was the perfect donor. So he quickly enlisted the help of a friend with a little Honda experience, and spent the following year and a half transforming it.

Starting with the tail, Marco axed the original subframe and built his own. He then sent off the whole frame for sand blasting and powder coating. Up top he’s fitted a custom-made brown leather seat, upholstered by a local leather artisan.

Thanks to some rewiring—and the removal of the air box—the area under the seat is now clear, and the bike runs off a small Lithium-ion battery hidden in the seat unit.

Marco commissioned a local exhaust fabricator to build the new exhaust system, with two-into-one headers ending in an aluminum muffler (with a removable dB-killer).

The Dominator’s forks were stripped, shortened and repainted, and a new Wilbers shock fitted at the rear. There are aluminum fenders at both ends, sanded down by hand for a matte finish.

Wisely, Marco kept the stock bash plate. He also dropped the engine, cleaned it up, and refinished it with touches of black.

The Dominator came from the factory with a 21F/17R wheel combination, but Marco wanted a more balanced look. So he’s installed a set of 19F/18R Excel rims, laced to refurbished hubs and wrapped in Shinko trail tires.

The cockpit is clean. The ignition’s been relocated, and a smaller speedo fitted. The bars are from Renthal, kitted with a set of natural colored grips from Beston. There’s also a Bates-style headlight, a smaller taillight and turn signals, and a new oil filler cap with a built-in thermometer.

The fuel tank comes from a Honda CG125—a popular style for Dominator builds. Marco sent his off to CRIArt in Formello (near Rome) to finish in a sublime blue metal flake and grey pastel scheme. A couple of other items were in the batch too: like the brake calipers, which have been painted brown to echo the seat and grips.

The styling cues on this Dominator might seem familiar, but the end result is top drawer: a slick, well-proportioned beach scrambler that we’d ride any day.

Photos by Marco di Marcello | Instagram

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Digging Deep: A rusty CB750F2 from Outsiders

Post author By Wesley Reyneke
Post date May 11, 2015

Rusty bikes seldom garner a second glance. But this new offering from Outsiders Motorcycles warrants close inspection—because there’s a lot more at play than a little patina.

Outsiders is based in the ancient city of Groningen in The Netherlands. The shop is run by couple Bert and Jene, with help from their apprentice Lex, and this Honda CB750F2 is their seventh build to date.

“About a year ago, we got a call from our client Lars,” says Bert. “He’d just bought a 1978 CB750F2, and was looking for a shop to upgrade it. So we met in Amsterdam and talked all night about the bike.”

Most of Outsiders’ customers walk into the shop with a clear plan and budget. But Lars was happy to sit back and let the crew do their thing—as long as they ran any big expenses by him first. “He’s a graphic designer by trade,” explains Bert, “so he knows it’s important to let a certain ‘flow’ take over a project. The best stuff happens when you let go.”

Bert loaded the CB750F2 into his van and hauled it back to his shop. The engine was in a bad state so the cylinders were honed, the heads ported and the valves resurfaced.

New rings and valve seals were installed, and everything was put back together with stainless steel hardware. At Lars’ request, the starter motor was removed: this CB is kick-start only.

Outsiders also installed a rack of Keihin CR carbs with K&N pods. Bert’s old boss was roped in to fabricate a set of stainless steel, four-into-two exhaust headers—terminated with a pair of Spark mufflers.

Some of the ideas from Bert and Lars’ first chat included clean bars and an empty frame under the seat. The frame went into a jig to be de-tabbed and reworked. The subframe is all new, and includes redesigned exhaust and passenger peg brackets.

The under-seat oil tank had to move though, so a new one was made from scratch. It’s now located underneath the fuel tank—along with a Ballistic Evo2 battery and most of the electrical components.

For the cockpit, Outsiders installed a set of bars found at a swap meet. To keep the cockpit minimal, Bert built an internally-routed throttle and a cable-actuated front brake—with the master cylinder hidden under the seat. The bars are capped with a pair of Biltwell Kung Fu grips.

Lars is pretty tall, so Bert wanted to increase the CB’s ride height. A Honda Transalp front-end was grafted on, complete with dual disc brakes. Out back, Bert fitted a set of custom-made, 395mm shocks from Bitubo—now hooked up to a CB550 swing-arm.

The CB’s original Comstar wheels gave way to a set of Excel rims—a 19-inch laced to the Transalp’s front hub and an 18-inch laced to the CB550 rear hub.

When it was time to coat the frame, Bert had some ideas of his own. “Lars wanted the frame black,” he explains, “but because he was so quick on the ‘OK’ with everything else, I secretly went to the coater to test a piece of brushed scrap metal.”

“Once we saw the result, we went for it: a sand blast, wire brush, acetylene, clear powder coat process. I didn’t know exactly how it would turn out, but Lars was OK with it right away.”

The fuel tank was an equally interesting process: Lars had taken it to a painter for a matte black job with gold leaf detailing—but once it was on the bike it felt out of place.

“We have a lot of old tanks lying around the shop,” says Bert, “and one night we slapped some random tanks on the bike, out of desperation. A rusted-beyond-repair BMW tank looked really good on the spotless bike.”

Bert selected a CB650Z tank to replicate the roest effect. After modifying it to accommodate the electrics and new oil tank, he sent it off to the paintshop FutureRelics. They coated it white, red and then green, before sanding down and clear-coating it. A rust ‘goo’ was then applied; a combination of metal shavings and epoxy, treated with various acids.

On went a custom-made, brown leather seat, aluminum fenders, a small speedo and new lights. Every last finish was carefully thought out; the black housing of the Bates-style taillight was sanded and clear coated, and even the ‘CR’ logos on the carbs were changed to rusty orange (because “red looked wrong on the bike”).

“Lars is not your ‘here’s a picture from Instagram’ type client,” says Bert. “He gave us really good feedback, and because our jobs are similar we had good discussions about a lot of stuff we normally don’t ask clients.”

“He upped the ante. It was a steep learning curve, and I grew big-time as a builder.”

As the project drew to a close, the bike was scheduled to appear at The Bike Shed event in Paris. Then disaster struck. Bert had sent the rims off for powder coating (to cover up the yellow ‘Excel’ logos), and the coater had lost them.

With no option but to order new rims, the Outsiders crew put in over 100 hours a week to get the bike done in time.

“We were exhausted, but Paris was a complete blast—what an awesome event! Lars and his girlfriend booked tickets and came to see the finished bike for the first time at the show.”

“I think he liked it.”

Outsiders Motorcycles | Facebook | Instagram | Images by Klaas van der Laan Photography

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Ultra Noir: A blacker than black Honda CB750

Post author By Wesley Reyneke
Post date May 3, 2015

Murdered-out customs used to be all the rage. But lately, builders have been favoring more diverse color palettes. Which is a real pity: done right, black-on-black can be downright beautiful.

Clockwork Motorcycles‘ Samuel Guertin proves it with his latest offering: a 1978 Honda CB750 with a brawny stance and subdued finishes.

“It needs to be all-black” was his client’s primary request—and the helicopter-mechanic-turned-bike-builder was more than happy to comply. But first, he had to get the CB back on the road.

“The bike was a non-runner,” he explains, “and was worked on by some mysterious guys with questionable skills. Just the fact that a concrete screw was screwed in the engine head, to hold the valve cover in place, was enough to scare most.”

Thankfully, Samuel believes that no motorcycle deserves to die. From his workshop just outside of Montréal, Canada, he stripped the engine down and began rebuilding it.

Even the heads themselves were damaged, so J-Precision were called in to resurface them, cut new valve seats and install a new guide. All of that was put back together with a 836cc Wiseco big-bore kit, SuperFlow valves, Beehive racing springs, heavy duty studs and a performance camshaft.

Samuel also rewired the entire bike around a Motogadget m-Unit control box, and installed a new electronic ignition and high output coils. Adding a little more grunt are a set of Keihin CR29 carbs with K&N filters, and four-into-two headers terminated with less restrictive mufflers.

Shifting his attention to the CB’s lines and proportions, Samuel trimmed the rear of the frame—adding a new loop and trimming any superfluous tabs in the process. The front forks from a Suzuki GSX-R1000 were installed, via a custom aluminum front hub and top triple tree—both machined by Devin at Cognito Moto.

The rear shocks are from Hagon, with the springs powder coated black. To balance out the bike’s stance, Samuel laced up a pair of 18” wheels with stainless steel spokes and nipples. The GSX-R offered up its dual-disc front braking system too—which he admits is slightly overkill for the older CB750.

A custom seat was made up, and sent to Ginger at New Church Moto to wrap in black leather. The effect is echoed on the leather-wrapped grips, shift lever and kick starter.

Moving to just under the seat, Samuel built a small box to house the electrics. He decided to retain and expose the CB’s stock oil tank—treating the opposite side to a one-off side cover with a brushed, blacked-out metal effect.

The same effect’s been applied to the fuel tank’s filler cap cover, with the addition of a nifty Clockwork badge. The tank itself has had its stock emblem brackets removed to neaten it up.

Thanks to a full complement of Motogadget componentry, the cockpit’s as minimal as can be. M-Switch push buttons, an m-Lock keyless ignition and a tiny Motoscope mini gauge have all been installed. (The latter’s been dropped into the triple clamp itself, along with a set of LED warning lights.)

Other finishing kit includes a neatly tucked-away LED tail light, a smaller headlight and turn signals, clip-ons and new foot pegs.

To honor the client’s initial request, just about every component has been finished in gloss, satin or matte black. Only a few metal highlights punctuate the darkness—like the fasteners and the stainless steel spokes.

The final effect is both alluring and menacing; a well-balanced classic with modern performance, handling and braking.

Merci to Samuel for saving it.

Clockwork Motorcycles | Facebook | Instagram | Images by Photos by Cimon B Photography

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Factory Fresh: Auto Fabrica’s super clean SR400

Post author By Wesley Reyneke
Post date April 17, 2015

Better Than Factory: Auto Fabrica's Yamaha SR400 custom.
At a glance, Yamaha’s re-issued SR400 is virtually indistinguishable from its vintage counterparts. Which is probably why it’s so popular.

It has all the charm associated with the iconic SR designation, with the added benefits of fuel injection and ‘new bike’ reliability. A combination that led Auto Fabrica’s newest client to turn his SR400 in for a makeover.

Better Than Factory: Auto Fabrica's Yamaha SR400 custom.
Even though Bujar and his crew at the English workshop have already got a few SR builds to their name, this was their first time turning wrenches on a modern example. Still, it posed no problems: “Type 7” is as understated and classy as they come.

The engine clearly didn’t need any work, so the crew focused on aesthetics and a few carefully considered performance mods. Many OEM parts were shed, noticeably reducing the bike’s weight. On went hand-made aluminum fenders, plus discreet lights and turn signals. The cockpit was cleaned up too, with Renthal low-rise bars and a Motogadget speedo.

Better Than Factory: Auto Fabrica's Yamaha SR400 custom.
Auto Fabrica boosted the SR400’s power with an open filter and free-flow exhaust system—keeping the O2 sensor in place. The exhaust is inspired by classic Yoshimura designs, and is hand-bent from stainless steel.

To improve handling, the front forks were tuned to be stiffer, and the rear shocks replaced with Hagon units. Continental TKC80 tires were fitted for more than just their scrambler aesthetic: the owner intends to ride the SR on both the streets of London and the occasional dirt trail.

Better Than Factory: Auto Fabrica's Yamaha SR400 custom.
The Type 7’s strength really lies in its finishings though—something that Auto Fabrica take very seriously, giving their bikes an almost factory feel.

“We focused on a classic color and trim finish,” says Bujar Muharremi, co-founder and creative director. A flat cream color was chosen for the tank, complemented by a custom-made seat sitting on a trimmed subframe. The rich brown leather was used to make a pair of leather grips too.

Better Than Factory: Auto Fabrica's Yamaha SR400 custom.
The SR’s remaining hard parts were treated to black or metallic finishes. “We chose different textures for different aspects of the bike,” says Bujar. “Matte for the fenders and bars, and gloss for the frame and wheels.” To top it off, the wheels were rebuilt with stainless steel spokes for a more classic vibe.

“It’s the first SR400 that we’ve done, so it was interesting to see how it performed against the 500cc and 250cc variants,” says Bujar. “It’s fantastic to ride—the new setup and reduced weight make it handle superbly, and the boost in performance means it shifts.”

We have only one question: When can we pick up the keys?

Auto Fabrica website | Facebook | Instagram

Better Than Factory: Auto Fabrica's Yamaha SR400 custom.

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Snow Go: Northern Lights’ Yamaha HL500

Post author By Wesley Reyneke
Post date March 29, 2015

Northern Lights Optics' incredible Yamaha HL500 snow motorcycle.
Snow bikes are a great recipe for unbridled hooliganism. Take a dirt bike, fit it with a ski and a track, and hold on tight. But most are built using modern motocross machinery—and that doesn’t appeal to Orion Anthony.

Orion lives just north of Whistler in the alpine region of British Columbia, Canada—and spends a great deal of his time exploring the area by snowmobile. He’s also just launched Northern Lights Optics, a luxury eyewear collection that takes cues from early-days mountaineering and motorcycling.

Northern Lights Optics' incredible Yamaha HL500 snow motorcycle.
“For this new brand,” says Orion, “I wanted to create something to provoke a sense of adventure and freedom, with a vintage twist.”

“I love touring the alpine on my snowmobile, but my sled is very modern; it has little relationship to the vintage feel of the collection. And while classic snowmobiles look cool, they are not effective for alpine touring in deep snow.”

“With several companies making snow bike kits, I thought maybe I could fit one onto an old MX bike!”

Northern Lights Optics' incredible Yamaha HL500 snow motorcycle.
After some deliberation, Orion settled on the iconic Yamaha HL500: the bike famed for being the last four-stroke to win a Grand Prix before the reign of the two-stroke began. A little research led him to Rob Phillips of Husky Restorations in New York—renowned bike builder with a number of HL replicas under his belt. One phone call later, and Rob was on board.

For the chassis, Rob ordered a custom-built frame from FrameCrafters in Illinois. The engine is a 1979 Yamaha XT500 mill, with a Megacycle cam and heavy duty valve springs installed “to give it a little punch.”

Northern Lights Optics' incredible Yamaha HL500 snow motorcycle.
He also added his own steel-braided oil lines and modified the engine case for a shorter, steel-braided oil pickup line. The carb is a 36mm Mikuni item, kitted with a K&N filter, and the exhaust is a stainless steel, HL500-style unit with a built-in silencer.

With the HL having to run at altitudes ranging from sea level to 8000 feet above, Rob had concerns over jetting. So he contacted Tom White at White Brothers for advice: “Tom’s the ultimate expert on these engines,” says Rob. “He gave me a carb recipe that worked perfectly, only needing a slight change in needle position for different altitudes.”

Northern Lights Optics' incredible Yamaha HL500 snow motorcycle.
Moving to the bodywork, Rob fitted the tank and seat from the equally legendary 1976 YZ125. The fenders are generic MX parts, while the side covers were made from fiberglass. “Orion got a little creative,” says Rob, “and we changed the side panel numbers to NL500—as in Northern Lights 500.”

The original HL500 has 35mm YZ400 forks, but Rob thought it’d be best to go for something beefier—so he fitted 43mm YZ forks instead. Some small modifications had to be made to the frame and forks to fit the track and ski, but other than that the conversion went off without a hitch.

Northern Lights Optics' incredible Yamaha HL500 snow motorcycle.
Rob’s work wasn’t done though: he also built up a swing arm, wheels, rear shocks, and everything else Orion would need if he ever decided to convert the ‘NL500′ for dirt use.

When all was said and done, Orion dragged the NL500 along to Milan for the MIDO Eyewear Show, and his first visit to the Italian Alps.

“Riding into the Alps on a throaty sounding HL500 beast of a snow bike was over the top. But the highlight of the day was pulling up in front of Ristoro Pasini, the alpine restaurant and bar. The reaction from the people sunning themselves on the patio was priceless.”

Visit the Northern Lights Optics website to see a video of the NL500 in action | Husky Restorations

Northern Lights Optics' incredible Yamaha HL500 snow motorcycle.

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BMW K 1600 GTL Project: The Builders

Post author By Chris Hunter
Post date March 22, 2015

BMW K 1600 GTL Custom Project
Harley-Davidson dominates the heavyweight custom scene in Japan: many of the top builders work on no other marque. But BMW has just disrupted that paradigm with its ‘Ignite Straight 6’ project: it’s given its luxury K 1600 GTL tourer to two of Japan’s most esteemed motorcycle craftsmen.

Keiji Kawakita (Hot Dock Custom Cycles) and Kenji Nagai (Ken’s Factory) were previously Harley men to the core. So how did they handle the difficult job of customizing a machine famous for its high technology?

With the help of Japanese journalist Tadashi Kono, we decided to find out.

BMW custom motorcycle builder Keiji Kawakita of Hot Dock Custom Cycles
Keiji Kawakita opened Hot Dock Custom Cycles in 1984. He also races bikes—on the drag strip and in road races for singles and twins. He uses the experience to develop high performance parts that can also be used at the circuit, and designed the original V-twin 4-valve engine.

Did you find it hard to customize the bike? Yes, it far exceeded my expectations. The K 1600 GTL comes with an array of electronics—as well as the fuel injection and ABS, there is electronic suspension, ‘Adaptive Headlight,’ and grip and seat heaters. When I was told these parts were all interlinked, and so the engine would not turn on if any one of the parts were removed, I wondered, “what do I do?” My freedom to customize was restricted.

What is your usual technique? My goal when customizing is to arrange the mounted parts and the silhouette of the machine to give the bike a clean look. I seek beauty and the joy of riding—by making maximum use of minimum equipment. My opinion was that the K 1600 GTL was the opposite of this!

BMW K 1600 GTL by Hot Dock Custom Cycles.
Where did the breakthrough come from? When I actually rode the K 1600 GTL, it was astonishingly silky. I opened the cylinder head cover with curiosity to get a look at the camshaft. Then it made sense. I could tell that the design of the engine was carefully calculated, with a focus on comfort.

So I began by tentatively removing the parts until just the engine, frame, and front fork were left. That’s when I started to struggle. I couldn’t really afford to stand around doing nothing, so I kept going. It was when the front started to take shape that the image suddenly popped into my head.

When planning a customization, do you normally design by sketching? Yes, but not this time. In a sense, bit-by-bit I cut and pasted parts to the K 1600 GTL, which had been left with only the frame, engine, and the suspension system. This was the first time I had taken such an approach.

Where did you find inspiration for the styling? About a year ago, I found a photo of a convertible car interior that was old but neo-futuristic. It inspired me to create a bike with the same sense of openness. I also had in mind a ‘future vehicle’ that might have been conceived in the early 19th century. A vehicle you might see in the film 20,000 Leagues Under the Sea.

I was thrilled to discover that a part similar to the oleo strut used on aircraft landing gears had been utilized in the Duolever area of the K 1600 GTL. Just what you would expect from a BMW. But with the standard K 1600 GTL, its large front cowl blocks the part from sight. As an aircraft fan, I was determined to make it visible.

It sounds like it was a struggle. Every day I agonized over something or the other. I would work, and then feel lost. And then get back to work. During this process I could not picture the completed bike. Even when it was done, who is to say it was really complete? But I guess that’s the nature of customization. There is no real end to it.

I had also never customized a BMW before. I was literally starting from zero. Therefore I had to rely on my past experience and my own ideas and techniques. I had to rely on myself. It’s no wonder it was so hard!

BMW K 1600 GTL by Hot Dock Custom Cycles.
I kept the standard suspension system and frame, but all the exterior parts are handmade. I used aluminum pipes to create a mold of the exterior. Then I attached aluminum panels from the front and rear, and finished the surface.

Although the meters fitted on the exterior were dummies, I changed the design of the panels and the point of the needles to synchronize them with the surrounding parts. All non-exterior parts were coated with aging paint.

BMW K 1600 GTL by Hot Dock Custom Cycles.
Do you have a design philosophy? I often refer to the Japanese proverb, hyotan kara koma, meaning ‘unexpected things happen.’ Even if you draw a detailed design or drawing, when you actually make something, the design could still turn out to be a failure.

After winning the top prize at the S&S Cycles “World’s Biggest Build-Off” in 2008, I lost my drive. For a while, no ideas for customization came to me. I felt like I had used up all of my ideas, and I was ready to hand the torch over to others from the younger generation.

BMW K 1600 GTL by Hot Dock Custom Cycles.
Then the R nineT Custom Project was started. I was inspired by my juniors who were working away so hard. It looked fun, and I started to wonder what I would do if I were in their shoes. I was also shocked when I saw Lotus’s concept bike, as well as the K 1600 made by Fred Krugger. This made me acutely aware of the openness of the world of customization and the fact that the bike scene was evolving.

This was exactly when I was consulted about this project, and I accepted the offer on the spot. I wanted to make a bike that would impress the four builders who created the R nineT customs. It was a little after that I realized customizing a K 1600 base was so challenging!

But when all is said and done, I had a lot of fun. I would wake up a little earlier than usual and think, “Maybe I’ll try this today.” Every morning, these thoughts naturally ran through my head. With so many constraints, came many hardships.

But my joy outweighed the pain. I hadn’t felt like this in a long time.

Hot Dock Custom Cycles Website | Instagram

BMW custom motorcycle builder Kenji Nagai of Ken's Factory
Kenji Nagai opened Ken’s Factory in 1990, and has won many awards at custom shows in Japan, Europe and the USA. He now has a shop in Long Beach, California, and sells aluminum-machined parts renowned for their quality and design.

You’re essentially a Harley builder, aren’t you? Although I’m completely devoted to customizing Harleys, I still have an interest in other bikes and their mechanisms. So I could not resist customizing BMW’s latest model.

The experience made me realize that the theories I’ve developed over the years about creating custom bikes were not true at all. This time, I spent more time thinking than I did working.

What was your first impression of the K 1600 GTL? I rode the bike about 300 kilometers from Tokyo to my shop in Nagoya. The ride was more comfortable than I thought it would be.

The stability and comfort of the bike in high-speed areas were superior to other touring models, and the inline six-cylinder engine is truly fascinating. As someone who loves powerful engines, I began to really want a K 1600 GTL.

BMW K 1600 GTL by Ken's Factory.
How did you start work? I disassembled the exterior parts to understand the wiring and the intricate electronic control parts. I first dreamed of customizing the bike in a bagger style, to build on the bike’s tourer image. But transforming a tourer into a bagger is too mundane.

That is why I searched for a different approach. What I came up with was the ‘digger’ style: a thin, long silhouette created by laying the steering neck to its side, and extending the front fork. This gives the inline 6 cylinder engine maximum presence.

BMW K 1600 GTL by Ken's Factory.
So I cut the front side of the frame and made a new one. I then fitted a Ken’s Factory brand aluminum girder fork. I measured the dimensions in standard state, and decided on the dimensions of the new neck area using the cut steering head area.

I changed the front and rear 17-inch wheels to a 23-inch front wheel and 20-inch rear wheel. I kept the exterior accessories as simple as possible.

BMW K 1600 GTL by Ken's Factory.
It sounds easier said than done. Yes, it involved a series of trials and errors. I experienced more setbacks than ever before. I guess it was inevitable, since I was working with the bike for the first time—but it was truly difficult.

I could not really enjoy the production process. But when I saw the completed vehicle in front of me, I was filled with relief and realized what an interesting project it had been. I made many new discoveries that I will be able to use in my future work.

BMW K 1600 GTL by Ken's Factory.
Customizing is an important part of my life. Ideas are always on my mind, whether I am soaking in the bath, having a good time, or drinking alcohol. Sometimes I take notes on my mobile phone so I won’t forget my ideas. Sometimes I forget I even took notes in the first place—that was the case this time. But the effort paid off.

We were expected to turn the K 1600 GTL into a bike that is fun, and generates a different type of excitement to the standard one. I think I was able to meet that expectation.

Ken’s Factory Website | Facebook | Instagram

BMW K 1600 GTL customized by Ken's Factory.

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BMW K1600 GTL Custom Project

Post author By Chris Hunter
Post date March 19, 2015

BMW K1600 GTL Custom Project
At the Osaka Motorcycle Show, BMW Japan has just thrown the wraps off two extreme customs based on the K1600 GTL. That’s the range-topping luxury tourer, a road-going spaceship powered by a 1649cc inline six—and probably packed with more electronics than any other motorcycle on the market today.

Just two builders were chosen for these transformations, and both are legends in the Japanese custom world: Keiji Kawakita of Hot Dock Custom Cycles, and Kenji Nagai of Ken’s Factory.

BMW K1600 GTL Custom Project
The results are very different to the four machines we revealed a few months ago for the R nineT Project. They’re not ‘new wave’ or café-style customs: this is free-form building from two of the most radical and skilled craftsmen in the East.

Let’s take a closer look.

BMW K1600 GTL Custom Project
HOT DOCK ‘JUGGERNAUT’ The K1600 GTL is an imposing machine in its own right. Weighing 767 lbs (348 kg) fully fueled and almost 2.5 meters long, it’s a bike for experienced riders.

Kawakita-san has amped up the visual bulk, with completely new aluminum bodywork from nose to tail. Powertrain mods are restricted to a new airbox and custom-fabricated muffler: the engine already provides a wall of torque, and enough power to propel the K1600 to 200kph.

BMW K1600 GTL Custom Project
The exoskeleton effect gives a militaristic, almost steampunk vibe—helped by aluminum pipes following the contours of the new body panels and matt grey paint.

BMW K1600 GTL Custom Project
The engine cases have been refinished with an aging effect, which is carried through to the switchgear mounted onto custom bars.

BMW K1600 GTL Custom Project
Brass gauges on either side of the tank carry the name Herschel—a nod to the German-born astronomer who discovered Uranus in 1781 and joined the court of King George III.

We imagine it’s the kind of machine that would star in the upcoming movie Mad Max: Fury Road.

BMW K1600 GTL Custom Project
KEN’S FACTORY SPECIAL Kenji Nagai has opted for drastic surgery on his K1600 GTL, creating a low-slung dragbike stripped to the essentials.

The entire rear end of the frame is gone, and the front has been stretched and raked. There’s a custom-made billet girder fork up front, plus a one-off 23-inch aluminum alloy wheel hooked up to a custom 11.5-inch rotor.

BMW K1600 GTL Custom Project
Out back is a solid disc 20-inch wheel, suspended with a stretched swingarm and spectacularly illuminated by a LED brake light. It’s shod with 220-section Avon Cobra rubber.

BMW K1600 GTL Custom Project
The bodywork is the bare minimum: raw, curvaceous aluminum forms that throw the emphasis onto the massive frame spars and the equally hefty engine. Even the seat is aluminum—but this is not a bike for long distance touring.

It’s one of the most inspired styling exercises we’ve seen for years.

BMW Motorrad Japan | Facebook | Hot Dock Custom Cycles | Ken’s Factory

BMW K1600 GTL Custom Project

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The Walking Dead: The Daryl Dixon Motorcycle

Post author By Chris Hunter
Post date March 15, 2015

Daryl Dixon's motorcycle from The Walking Dead.
EXCLUSIVE If you have a television in your house, you probably know AMC’s The Walking Dead. If you’re blessed with a strong constitution, you may even be watching it.

It’s a post-apocalyptic drama series that scores millions of viewers for every episode. And unlike most shows of that ilk, it’s a huge hit with critics too.

Daryl Dixon's motorcycle from The Walking Dead.
The series returned for the second half of its fifth season in February, and with it comes a new addition to the cast: a motorcycle ridden by the character of Daryl Dixon, played by actor Norman Reedus.

If you see elements of the Classified Moto style in this Honda Nighthawk, you’re right. Reedus already has a Classified bike in his garage, and when the producers of The Walking Dead needed a motorcycle, he knew just the man to speak to …

Daryl Dixon's motorcycle from The Walking Dead.
“Norman’s the best,” says Ryland. “Very enthusiastic, straightforward and down to earth—despite millions of fans watching his every move. During one of our conversations, he said he had something in the works that was going to blow my mind. A week later, he introduced me to Scott M. Gimple.”

Gimple is the ‘showrunner’ and an executive producer and writer for The Walking Dead. And he got the show on the road real fast. “Scott liked the Classified Moto style, and wanted us to build a version of what we already do. We didn’t have to get outside our comfort zone—and given the time constraints, that was a good thing.”

Daryl Dixon's motorcycle from The Walking Dead.
“I felt like I was back to my old advertising days when the project got rolling,” says Ryland. “I made some pretty detailed boards to help Scott choose the direction. We had to quickly settle on the platform, the ergonomics and the major design elements.”

To complicate matters, Ryland had to design the bike and then build two identical replicas. He settled on a 1990s CB750 Nighthawk as the platform: “We’ve worked with the Nighthawk a lot lately, and know it really well.”

Daryl Dixon's motorcycle from The Walking Dead.
The most difficult part of the project, however, was not the mechanical side: it was the aging and ‘distressing’ of the bikes. “You might think, ‘Rusty tanks and fenders? Ratty paint? No problem.’ But replicating those irregularities is really hard.”

The motors look like they were cobbled together from several sources—thanks to a paint job by Ryland’s wife Betsy. “She made the engines identical down to the last scratch and smudge, applying layers of different paint colors and then sanding and stripping away those layers.” The effect is subtle and realistic, mimicking wear and tear over many years.

Daryl Dixon's motorcycle from The Walking Dead.
Meanwhile, Ryland was in charge of oxidation and dents. “We didn’t have time to let the parts rust naturally, and even if we did, it’d be impossible to make them look identical. So I made a rust concoction using steel wool, vinegar, peroxide and rust powder.”

Ryland would dab on the rust mixture, drying it with a heat gun between layers. When both sets of parts looked the same, he had them coated in a clear satin powder…after beating the hell out of them with various blunt objects.

Dixon's motorcycle from The Walking Dead.
Ryland’s chief mechanic Danik handled most of the fabrication—and the electrical and mechanical work, too. There’s even a false kickstarter that moves like a real one, but doesn’t actually start the bike.

Motor builder Jim Carrol did his part in a fraction of the time he usually gets. David Zemla at Progressive Suspension pulled strings to deliver 970-series piggyback shocks at next to no notice, so they could be scuffed up and aged. Dime City Cycles turned on the taps too, delivering a multitude of other small parts faster than a zombie on speed.

Dixon's motorcycle from The Walking Dead.
Roy Baird upholstered the seats, and then designed a bag that rides under the subframe. “He took a poster board mockup I made and translated it into a fully functional, durable waxed canvas bag. It fits the look of the bike perfectly, and fills some of the empty space under the seat.”

“We got to work a lot with Tom Luse (executive producer) and John Sanders (prop master). It’s cool because we see their names every week in the opening credits—and they really know their stuff.

Daryl Dixon's motorcycle from The Walking Dead.
“Tom kept things moving without any drama—a huge asset on a project like this. John is in charge of every weapon, vehicle, trinket, wine glass or backpack that appears in the show. So he’s a wealth of information about how the props will be used, and what kind of abuse they’ll take.”

Because this is Daryl Dixon’s motorcycle, it needed a crossbow mount. And that’s what the rack above the rear fender is for. It had to look good with or without the crossbow in place, and not interfere with a passenger—potentially one wearing a backpack.

Daryl Dixon's motorcycle from The Walking Dead.
The four padded posts fit into the hollows of the crossbow stock, so Daryl can slam the bow into place and take off in a hurry. It’s a pretty cool setup.

“We’ve done some really out-of-the-ordinary things as Classified Moto, but this project takes the cake,” says Ryland.

“We always love to work with people who appreciate what we bring to the table; getting to do this for one of the most popular shows on TV is really over the top.”

Classified Moto website | Facebook | Instagram | Images by Adam Ewing

DARYL DIXON MOTORCYCLE: BUILD SHEET
Donor: 1992 Honda CB750 Nighthawk
Front end: Yamaha YZF-R6
Front wheel: Yamaha YZF-R6
Front brakes: Yamaha YZF-R6
Rear wheel: Stock Nighthawk
Tires: Kenda Big Block
Shocks: Progressive Suspension 970 piggybacks
Tank: XS650 reproduction
Intake: Twin billet aluminum mesh units CNC milled by Seth Ingham
Exhaust: Modified stock with custom baffles
Seat: Leather, custom upholstered by Roy Baird, Richmond, VA
Battery: Shorai Lithium Ion
Chain: DID X-ring
Rack: Custom crossbow mount

Daryl Dixon's motorcycle from The Walking Dead.

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Thunderhawk: A New Angle On The Honda CB77

Post author By Wesley Reyneke
Post date March 10, 2015

An industrial designer lets loose on the iconic Honda CB77, and the result is stunning.
With most Honda CB customs packing 400cc or more, we were a little curious when a CB77 Super Hawk hit our inbox. After all, this was the bike that launched Honda in the USA—and the bike that Robert M. Pirsig rode on his trip in Zen and the Art of Motorcycle Maintenance.

Plus, the Super Hawk is gorgeous in stock form, with its iconic chrome tank. There are plenty of restored CB77s out there, gleaming in the sun—but it’s intriguing to see a completely fresh take on a timeless classic.

An industrial designer lets loose on the iconic Honda CB77, and the result is stunning.
This angular 1962-model CB77 is a radical departure from the original bike’s soft lines, and the result is stunning. It belongs to Ian Duffy: an industrial designer based in Miami, Florida, who has an affinity for the Super Hawk.

“My first bike was a stock ’66 CB77,” says Ian. “When I bought it I had no clue how to work on it—let alone ride. But I learned fast, rebuilding it in my apartment and problem solving as I drove it around San Francisco.”

An industrial designer lets loose on the iconic Honda CB77, and the result is stunning.
Ian was looking for a new project, so he contacted Davo Guzzi—a Honda builder and collector. “I asked him to put together a kit of parts for a stripped down performance race bike, which would emulate the quality and craftsmanship of the original CB77. I was about to move to Miami, so I put the boxes of parts in the back of my old ’67 F250 and drove them over to begin the process.”

Working out of a tiny shed in his back yard with only a basic tool kit, Ian set to work—completing the entire build on a budget of just $2000.

An industrial designer lets loose on the iconic Honda CB77, and the result is stunning.
He rebuilt the engine with reconditioned components, including a crossed gear racing transmission. The cylinders were re-sleeved to the original 305cc bore using a set of Wiseco pistons. A new wiring harness was made up too, with Dyna coils and a new stock points ignition system.

Moving to the chassis, Ian shortened the end of the frame and cut out the stock battery box. He re-laced the rims with stainless steel spokes, and fitted a set of ceramic coated Honda CL77 pipes. The front headlight and fender are both CB160 items, found at a swap meet, and the tires are from Sava.

An industrial designer lets loose on the iconic Honda CB77, and the result is stunning.
During the project Ian bought a mini lathe and began fabricating his own parts; the rear sets, headlight ears, triple tree, exhaust flanges and steering tensioner are all his handiwork. He also wired up the CB77’s unique new tail light—consisting of 24 LEDs embedded in the tail unit.

Ian knew his biggest challenge would be the bike’s tank and seat though. “The Super Hawk is a beautiful bike on its own,” he admits, “and it’s very difficult to modify the lines and maintain the quality of the design.”

An industrial designer lets loose on the iconic Honda CB77, and the result is stunning.
He started by shaping a wooden plug for an elongated, three gallon tank, before casting a fiberglass mold and building the final product. The stocky seat was made from fiberglass-reinforced PVC. (There’s a new Lithium-ion battery hiding underneath it.)

When it came time to pick the CB77’s finishes, Ian wanted a raw but refined look that would accentuate the engine’s design. He settled on a darker color pallete—contrasting it with bits of bare metal. The engine and other components were bead-blasted, then finished in black using a home-made powder-coating rig. The remaining body parts were treated to a coat of Aston Martin silver.

An industrial designer lets loose on the iconic Honda CB77, and the result is stunning.
Ian’s dubbed his CB77 ‘Thunderhawk’, and is pretty chuffed with how it turned out. “The bike has incredible power now with the lighter weight from stock, the seating position cuts down on wind resistance and the sound is unbelievably raw.”

Best of all, he has plans for a follow-up: “I am in the process of designing and prototyping a new engine and contemporary motorcycle design based on the CB77, with modern improvements.”

We can’t wait.

Visit Ian Duffy’s website

An industrial designer lets loose on the iconic Honda CB77, and the result is stunning.

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Made in Australia: Glory Road’s CB750K

Post author By Wesley Reyneke
Post date March 6, 2015

A stunning custom Honda CB750K from Glory Road Motorcycles of Adelaide, Australia.
Glory Road Motorcycles is a small retail space that’s just opened in the heart of Adelaide, Australia. Step inside and you’ll find apparel, riding accessories—and some fine motorcycles, like this Honda CB750K.

The shop is new, but owner Tom Harrison has been turning wrenches since the age of 17—when he left school to work at a garage specializing in Minis. For the last couple of years, he’s been building bikes under a tiny carport in the ‘burbs.

A stunning custom Honda CB750K from Glory Road Motorcycles of Adelaide, Australia.
Tom’s acquired enough skills over the years to handle all the fabrication himself, outsourcing only the paint and trim. Which explains why this sleek, boat-tailed ’73 CB has a look that sits somewhere between handcrafted and factory.

Originally bought as a wreck, the CB750K was one of the first builds on Tom’s bench—but it took a back seat to more pressing projects. Now, much to our delight, he’s finally finished it.

A stunning custom Honda CB750K from Glory Road Motorcycles of Adelaide, Australia.
The fuel tank is stock but the beautiful tail unit is new, shaped from sheet metal. Tom started by trimming and reinforcing the rear of the frame, and making a new seat pan. The seat is neatly covered in tan waterproof leather.

Underneath it, the stock side covers, oil tank and air box have all been binned. The space is now shared between a new battery box and an elegant, handcrafted oil tank.

A stunning custom Honda CB750K from Glory Road Motorcycles of Adelaide, Australia.
Just ahead is a row of Keihin CR carbs, fed by K&N filters. Tom’s stripped and rebuilt the engine itself, fitting an 830cc piston kit and a new cam for extra oomph. The cases have been water-blasted clean.

The highlight of the build is undoubtedly the stunning, four-into-two exhaust system. Tom’s bent the stainless steel headers to trace the shape of the frame, and then hand-rolled the mufflers himself—TIG welding everything. We’re sure it sounds just as good as it looks.

A stunning custom Honda CB750K from Glory Road Motorcycles of Adelaide, Australia.
Up front, the forks have been lowered slightly, held in place by CNC milled aluminum triple clamps. Steering is via a pair of clip-ons, matched to rear-set pegs mounted on CNC milled brackets.

Rounding off the cockpit is small speedo, and a chrome headlight held by custom mounts. A small taillight’s been fitted at the back on a side-mounted license plate bracket.

A stunning custom Honda CB750K from Glory Road Motorcycles of Adelaide, Australia.
The wheels have been rebuilt with new stainless steel spokes, and the hubs and rims powder-coated satin black. Critics rejoice: the Firestone Deluxe Champion tires that are currently fitted will soon be replaced by Avons.

Finishing the build off is a paint scheme as classy as the mods themselves: black, with OEM decals and badges. Could you think of a better livery to drive home the Honda’s vintage vibe?

Glory Road Motorcycles, Shop 3, 249 Wright Street, Adelaide | Website | Facebook

A stunning custom Honda CB750K from Glory Road Motorcycles of Adelaide, Australia.