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November Customs’ Ducati Scrambler 350 Restomod

1974 Ducati Scrambler 350 restomod by November Customs
Most custom shops have a bike or two quietly lurking in the corner. They’re usually personal projects that only get attention during gaps between ‘real’ jobs. And that’s the story of this charming 1974 Ducati Scrambler 350.

Paul and Linda—the husband and wife team at November Customs—first spotted the Ducati when a nearby shop imported it from Spain. They literally bought it as it was being off-loaded, with the intention of giving it a light sprucing. But once they had it road legal and registered in the UK, it got relegated to the corner.

1974 Ducati Scrambler 350 restomod by November Customs
“It sat in the back of the shed for a couple of years waiting to be worked on,” says Paul. “Well—when I say shed, I mean the either the living room or the dining room as well as the shed. We don’t have much space for our bikes, so we have to move them around depending on needs!”

Paul’s not exaggerating—November Customs is run out of a cramped wooden shed in their backyard, in a small town in the northeast of England. But that didn’t stop them from blowing us away with their Zephyr 750 a few weeks back.

1974 Ducati Scrambler 350 restomod by November Customs
When they finally found time to turn screws on the Ducati, it only took a few months to complete. It was supposed to be a simple resto, but it morphed into something more—and we’re glad it did.

To start, Paul and Linda altered the rear of the frame to straighten out the Scrambler’s kicked up tail. Then they modified the original rear mudguard to sit lower in the frame and fit the rear wheel better.

1974 Ducati Scrambler 350 restomod by November Customs
The stock seat pan was too rusted to be useful, so the duo made a new one, capping it off with black leather upholstery. Then they raised the fuel tank’s rear mounts a touch, so that everything would sit nice and level.

Off came the air box, along with any unneeded frame tabs. November then fabricated up an aluminum bell mouth for the carb to breathe through, covering it with mesh to keep debris out. The exhaust system consists of the original headers, cleaned up and wrapped, with an aftermarket muffler.

1974 Ducati Scrambler 350 restomod by November Customs
As you can tell, the motor was treated to a supreme cleanup too. Paul and Linda stripped it, aqua-blasted the cases, and then rebuilt it with a coat of satin black paint. (They originally tried polishing them, but the look wasn’t working.)

Knowing that they weren’t planning to use a rev counter, the couple realized they could mess with the bevel drive casing without any side effects. So they took it off, bored out the center on a lathe, and turned up an aluminum ring for it. With the addition of a Perspex insert, they now had a window for their bevel drive.

1974 Ducati Scrambler 350 restomod by November Customs
It’s not just the motor that looks brand new—November also went to the trouble of updating the suspension. The rear shocks are from Tec, and were originally intended for another project. And the front forks are a set of WPs from either a KTM 125 or 390 Duke (Paul’s not sure which).

Fitting the forks was a serendipitous process. First, the Ducati steering stem could be fitted to the KTM yokes with just a few mods. Then, it turned out that the steering stops on the frame still worked perfectly with the new front end.

1974 Ducati Scrambler 350 restomod by November Customs
Things got even better when Paul was mocking up the front wheel, and discovered that the diameter of the Ducati’s front axle matched the KTM forks perfectly. So he simply trimmed its length to match.

That also meant running the Scrambler’s original drum brake up front, so November shaved off the radial brake mounts on the forks, then refurbished them with new fluids and seals. A brace was made to lock the drum brakes, and to hold a small, custom-made fender.

1974 Ducati Scrambler 350 restomod by November Customs
For the rest of the project, Paul and Linda mixed restored original parts, with carefully selected upgrades. Both the taillight and headlight are original, but they were refreshed with NOS lenses. The taillight also had its plate mount trimmed off before being powder coated, and the front light was repainted and mounted on new brackets.

The cockpit consists of Renthal bars, replica Triumph levers and new cables. The speedo’s a new old style unit from Smiths. To keep things tidy, the switches were relocated to just below the seat, on the right side.

1974 Ducati Scrambler 350 restomod by November Customs
November also sourced and installed new footrest rubbers with Ducati logos molded into them. The tires are Firestone copies: “I know this will get haters saying stuff about them,” admits Paul, “but we like them, and after all we build bikes for ourselves first. We do actually have some enduro tires we can put on though, should we feel that way.”

The frame, swing arm and wheels were all powder-coated gloss black. And the bodywork was painted in an old Jaguar burgundy, complemented by some off-white panels, and original Ducati badges.

1974 Ducati Scrambler 350 restomod by November Customs
November Customs have struck a balance between customizing the Ducati, and still staying in touch with its origins. And that makes this one of the neatest restomods we’ve seen.

November Customs | Instagram | Images by Tony Jacobs

1974 Ducati Scrambler 350 restomod by November Customs

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BikeExif Custom Motorcycles Honda cafe racer Honda CB350 Honda motorcycles Other Motorcycle Blogs Restomod

A Honda CB350 restomod built by a jet aircraft mechanic

1972 Honda CB350 restomod built by Merlin Cycleworks
It’s quite rare for a CB cafe racer to land in the Bike EXIF inbox these days. And we politely turn down most that do.

But this CB350 from New Jersey went straight to the top of the pile: it’s an absolutely state of the art restomod, and so beautifully finished we’d almost be scared to ride it.

1972 Honda CB350 restomod built by Merlin Cycleworks

It comes from Merlin Cycleworks, which is run by 56-year-old Mark Kouri. Mark’s been an aircraft mechanic for over 30 years—repairing jets for United Airlines—and you can see his attention to detail in this amazing build.

When he’s not repairing or replacing jet engines or fixing autopilots, he builds customs in his two-car garage at home. “I’m a one-man shop,” he tells us. “I started the business a few years ago, after finding a 1974 CB450 parked in my neighbor’s back yard.”

1972 Honda CB350 restomod built by Merlin Cycleworks
“He parked it in 1983, and it sat there until I purchased it for $100 and brought it back to life as a brat style/café-type bike. The bike took first place in five out of the six shows I entered it in.” Not surprisingly, word got around and business boomed.

Mark happened across this 1972 CB350 in a Texas barn last year, bought it for $600, and promptly broke it down to the frame. “I like to think of it as a more modern, upgraded version of a 1970s factory racing bike,” he says.

1972 Honda CB350 restomod built by Merlin Cycleworks
“The goal was increased power, better handling, and more reliability. I think we checked every box.”

There’s something reassuring about knowing an aircraft mechanic built a bike, and Mark has done an extremely thorough job. He’s detabbed the frame, heavily reinforced it, and even re-engineered the back half—eliminating the factory pressed steel frame.

1972 Honda CB350 restomod built by Merlin Cycleworks
Slotted into the upgraded frame is a comprehensively rebuilt engine—although it only had 7,000 miles on the clock. It’s now sporting Wiseco oversized 10.5:1 pistons, a custom-ground Megacycle race cam, and Kibblewhite ‘Black Diamond’ valves.

Helping to dial in the race cam was ex-factory racer Frank Giannini of Giannini Racing—a multiple USCRA class champion. Spark comes from a Charlie’s Place ignition, along with a Rick’s Hotshot high output rotor and stator. And there’s an Antigravity 8-cell battery hidden in the rear cowl.

1972 Honda CB350 restomod built by Merlin Cycleworks
Mark’s had the engine cases powdercoated, along with most of the other mechanical parts. The tank, forks and fairings are painted in high-end BASF Glasurit paint, with ceramic coatings and XPEL protective film applied on top.

Mark made the exhaust himself, using back-purged TIG welded steel, and 1.25″ diameter tubing to maintain torque. It’s .060 wall 304 stainless, with a Cone Engineering muffler, and Mark also fabricated the inlets at the head on his lathe.

1972 Honda CB350 restomod built by Merlin Cycleworks
The chunky front end is a rebuilt 2005-spec Suzuki GSX-R750 fitment, held in place by custom triple trees from Cognito Moto, with high performance Gazi shocks bringing up the rear. (The color-coding on the forks is a nod to the Honda practice of painting the fork uppers the same color as the tank.)

To reduce unsprung weight, Mark has installed Excel Takasago aluminum rims, powdercoated black. They’re laced with Buchanan’s stainless steel spokes to rebuilt hubs—a Cognito Moto at the front and a Honda OEM at the rear. The rubber is a mix of Continental’s Road Attack and Classic Attack.

1972 Honda CB350 restomod built by Merlin Cycleworks
The brakes have been rebuilt and powdered, and hooked up to Brembo masters via braided steel lines.

The clip-on bars are Vortex, the levers are from ASV, there’s a Domino quick-action race throttle, and the classy billet switchgear is from our friends at Renard Speed Shop in Estonia. The instrument is a combined GPS speedo/tach from Speedhut.

1972 Honda CB350 restomod built by Merlin Cycleworks
Everything’s hooked up via a new wiring loom, using aircraft-grade connectors—as you might expect, given Mark’s day job. It’s all routed into a Motogadget m.unit, which is hidden under the seat along with the starter solenoid and a central ground bus.

There’s a custom belly pan to shield the exhaust: Mark fabricated this in-house using .060 aluminum, teaching himself how to use an English wheel as he went along.

1972 Honda CB350 restomod built by Merlin Cycleworks
He also built and fabricated the seat unit, which is covered in Alcantara with stitching to match the blue in the gorgeous two-tone paint.

We’re spoilt for choice when it comes to custom Hondas, but this one goes straight into our all-time Top Ten CBs.

Love your work, Mark.

Merlin Cycleworks Instagram | Images by Charles Thorpe

1972 Honda CB350 restomod built by Merlin Cycleworks

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BikeExif Custom Motorcycles Other Motorcycle Blogs Restomod Triumph motorcycles

Old Gold: A classic Triumph Trident T150V restomod

Classic 1973 Triumph Trident T150V restomod
The torque of a twin, the top end power of an inline four, and the sound of angry bees. What’s not to like?

Rob Glenton of Fremantle, Western Australia has a penchant for old British bikes. So when a solid condition 1973 T150V Trident presented itself, he jumped at the chance to relive his younger years on a classic Triumph triple restomod.

Classic 1973 Triumph Trident T150V restomod
“I’ve always liked the triple: they are so different to the twins, and custom examples are very rare. The sound of a bike is as important to me as the looks, and the triple has a fantastic sound, especially with a 3-into-1 pipe. The sound is often likened to that of a classic race car.”

Taking inspiration from the world of flat track racing and Evel Knievel’s steeds, Rob tore into the Trident, starting with the basic lines.

Classic 1973 Triumph Trident T150V restomod
“I wanted the bike to have presence,” says Rob. “A stance. Like a speedway bike with the rider hunched over the bars waiting for the tape to lift. Or Kneivel showboating on his Sportster jump bike.”

The tank is standard but Rob had local fabrication wizard Tom Sharman of Sideshow Cycles chop 40mm from the middle, for a lower profile and a racier silhouette. Tom also built the flat track tail unit to Rob’s specifications and modified the rear loop to suit. The tail lifts off using repurposed Norton Commando fasteners, giving access to the Trident’s oil tank and electrics.

Classic 1973 Triumph Trident T150V restomod
With the lines of the bike done, Rob focused his efforts on minimizing front end clutter. A Motogadget Tiny speedometer was bolted between the handlebar clamps, the cable operated remote master cylinder was hidden under the tank and a single CRG mirror was fitted along with a pair of Biltwell grips.

Rob also removed a few features he deemed unnecessary. “I don’t need a high beam switch for the headlight, as would be required in kangaroo country [aka Western Australian country roads].”

Classic 1973 Triumph Trident T150V restomod
“I have no intention of riding at night beyond the city limits. It’s already fully road registered and I’ll only fit a headlight dip switch and horn if I have to put it through licensing again.”

The result is a gloriously simple set of handlebars, but the simplicity didn’t end there.

Classic 1973 Triumph Trident T150V restomod
The shiny new wheels are a mix of alloy rims and stainless spokes. The front brakes have been overhauled using a Lockheed stainless steel disc and caliper setup. There are also stainless fasteners all around.

The wiring loom has had a serious haircut, there’s a simplified chain guard, the front guard got a subtle chop and the old rubber foot pegs were replaced with a set of knurled units.

Classic 1973 Triumph Trident T150V restomod
Ben at British Imports in Malaga, Perth, gave the Trident a fresh top end and rebuild, plus a new Tri-Spark Ignition, a brace of Premier Amal carbs, and a set of 3-into-1 pipes. This old triple really howls now.

“The bike goes well, and so it should,” says Rob. “The ‘Slippery Sam’ Trident won many TT races back in the day and was good for around 125mph in stock form. But I’ll eventually fit a smaller oil cooler in front of the tank, which will improve the view of the engine and header pipes.”

Classic 1973 Triumph Trident T150V restomod
The only thing about the bike that really isn’t simple is the outlandish paint scheme: a dark forest green, with a hint of flake when it catches the right light.

The gold leaf graphics were designed by Rob and are set off with a striking red pinstripe, all laid by hand.

Classic 1973 Triumph Trident T150V restomod
Believe it or not, the entire build was completed in a mere six months: Rob put himself under the pump so he could reveal the Trident at Western Australia’s premier old school custom bike show, Ride On.

Creating something spectacular in such a short amount of time is no easy feat: Triumph themselves took over four years to develop the first Trident prototype and bring it to market. We can only imagine what Rob could achieve in that same time frame.

Images by Jeremy Hammer of Ride Journal.

Classic 1973 Triumph Trident T150V restomod

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BikeExif Custom Motorcycles Dakar Rally North East Custom Other Motorcycle Blogs Restomod Yamaha motorcycles

Dakar style: A Yamaha Super Ténéré restomod from Italy

A Yamaha Super Ténéré restomod from North East Custom
This Sunday, the Dakar Rally kicks off again. If you suffer from rally fever but don’t have the stones to actually race through Peruvian deserts, let this Yamaha Super Ténéré be your medicine.

First produced in 1989, the twin cylinder XTZ 750 Super Ténéré was the big brother of the XTZ 660 Ténéré. Both bikes were named after a notoriously difficult, sandstorm-prone section of the Sahara desert, which featured on the Paris-Dakar route in the 1980s.

A Yamaha Super Ténéré restomod from North East Custom
This 1992-model XTZ has been reworked by North East Custom, a shop in Padua run by brothers Diego and Riccardo Coppiello. They’re not twins, but it’s impossible to tell the two bearded Italians apart—and they both like anything with knobbly tires.

So although they don’t exclusively focus on off-roaders, they have a real affinity for the genre. (Their stunning Yamaha XT500 restomod was a showstopper at our Wildays stand last year.)

A Yamaha Super Ténéré restomod from North East Custom
Here, they took everything good about their customer’s Super Ténéré, and amplified it. “The idea was to bring to life the ‘desert spirit’,” explains Diego, “while adding a fresh touch, to make it more modern and slender.”

The most obvious change is up front. North East have binned the Yamaha’s original fairing in favor of something more svelte, and more akin to modern rally bike designs. The new unit was hand-built using fiberglass, and designed to incorporate the original instruments and headlights, with a new acrylic glass cover to protect the beams.

A Yamaha Super Ténéré restomod from North East Custom
Even though it doesn’t look like it, the Super Ténéré’s practical 26-liter fuel tank is still in play. And Diego and Riccardo designed their new fairing to attach via OEM mounting points, so that they could attach it to any XTZ 750 without any hacking.

All the bodywork further back is custom. North East built new side covers, and a sharp new rear fender. Then they matched it up to a custom saddle—shaped like a modern enduro bike seat and covered in vinyl.

A Yamaha Super Ténéré restomod from North East Custom
It’s a super-neat arrangement, capped off at the end by a slim LED taillight, and a license plate bracket that also carries a pair of LED turn signals.

Take a look at the space between the side panels and rear fender, and you’ll spot a pair of red plates. Remove those, and you’ll find an array of mounting points that the brothers have welded to the frame, designed to carry a variety of luggage accessories. Clever stuff.

A Yamaha Super Ténéré restomod from North East Custom
As for the rest of the Super Ténéré, North East have upgraded all the right bits—and left alone the bits that work.

There’s a new Bitubo shock out back, with Bitubo springs giving the front end a boost. The wheels are stock, but wrapped in new Continental TKC80 rubber. And the brakes have been treated to new discs, and a Brembo master cylinder up front.

A Yamaha Super Ténéré restomod from North East Custom
The motor is stock, but North East put it through some routine maintenance. They also upgraded the air filter to one from K&N, and re-jetted the carbs with a Dynojet kit. The exhaust is a mash-up of Arrow headers and a modified Virex silencer.

North East have taken care of the smaller details too. A pair of spotlights is mounted low down for maximum nighttime visibility, and there’s a single mirror that can fold away when you venture off-road. And since the bike’s not meant for professional rally racing, there’s a Givi phone case and mount where you’d normally find a road book.

A Yamaha Super Ténéré restomod from North East Custom
As for the livery, Diego and Riccardo shunned the Super Ténéré’s original 90s vibe for a contemporary mix of gloss white and matte black. Custom ‘Super Ténéré’ decals and sponsor logos add a hint of red—and a little extra race flair.

We’re not sure we’d survive even one grueling day of the Dakar. But for regular dual-sport riding with a little retro rally flavor, this Super Ténéré is just the ticket.

North East Custom | Facebook | Instagram | Images by Filippo Molena

A Yamaha Super Ténéré restomod from North East Custom

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AC Sanctuary BikeExif cafe racer Custom Bikes of the Week Custom Motorcycles Kawasaki KZ1000 Kawasaki motorcycles Other Motorcycle Blogs Restomod

Custom Bikes Of The Week: 25 November, 2018

The best cafe racers, scramblers and restomods of the week
A new Kawasaki Zed from the Japanese restomod kings AC Sanctuary, a retro-futuristic BMW R80 from Holland, and a $30,000 Yamaha WR450F supermoto from Slovenia.

Custom BMW R80 by Moto Adonis
BMW R80 by Moto Adonis The concept of the ‘cafe racer’ is being stretched in so many directions at the moment, the term has almost become meaningless. We’ve seen more styling developments in the last five years than the previous half century, but if this R80 RT from Holland is a precursor of things to come, we’re all for it.

The BMW was commissioned by the owner of a building restoration company, a keen rider who wanted a bike that reflected the aesthetic of his construction work—a blend of old and new.

Custom BMW R80 by Moto Adonis
Daan Borsje of Moto Adonis has absolutely nailed the vibe, veering away from the cookie-cutter style of most airhead customs. He’s infused this build with a retro-futuristic style, using a modified Honda CB500 tank, Suzuki GSX-R forks, a new rear frame and a full complement of electronics and switchgear from Motogadget and Motone.

The matte black aluminum wheel discs are a neat touch—and seriously attention-grabbing too. More of this style, please. [Via]

Kawasaki Z1000 Z1-R restomod by AC Sanctuary
Kawasaki Z1000 Z1-R by AC Sanctuary If you’ve been following EXIF over the years, you’ll know that we’re absolute suckers for AC Sanctuary. They’re mostly associated with curvy Zeds from the first half of the 70s, but occasionally dip their toes into the murkier waters of the late 70s and the squared-off Z1-R.

The styling was a shock to buyers, but the ‘coffin’ tank and angular side panels swooping into the tail unit proved to be a hit in the US—and everyone loved the icy, pastel blue metallic paint.

Kawasaki Z1000 Z1-R restomod by AC Sanctuary
In contemporary road tests, the Z1-R trailed the Honda CBX, Suzuki GS1000S and Yamaha XS1100, but this restomod tips the balance back big time. The Japanese workshop has gone to town on the blueprinted engine, installing Wossner pistons and Mikuni TMR carbs. They’ve also strengthened the frame, fitted Öhlins suspension and OZ Racing wheels, and a Brembo/Sunstar brake system. If you can read Japanese, the spec sheet is mouthwatering.

Kawasaki Z1000 scrambler by Droog Moto
Kawasaki Z1000 scrambler by Droog Moto Fast-forward 30 years, and Kawasaki had adopted the streetfighter style for its inline-four literbikes. These machines have yet to develop the cachet of their predecessors, and they’re plentiful on the secondhand market—which means a freer hand for custom shops to rework them.

Arizona-based Droog Moto specializes in a hardcore industrial style, stripping the plastics off donor bikes and giving them an aggressive, ‘urban fighter’ look. It’s probably not to everyone’s taste, but the rough-and-ready apocalyptic look is also a refreshing antidote to the norm.

Kawasaki Z1000 scrambler by Droog Moto
This Z1000 is Droog’s 14th build, with all-new metal bodywork, a new rear frame, upgraded suspension, a hand-built exhaust system and LED lighting all round. If the subtlety and expense of an AC Sanctuary Kawasaki is not for you, you can get something like Droog’s Z1000 for around half the price. And it’ll probably draw even more onlookers when parked up, too. [Via]

Ducati 400ss cafe racer
Ducati 400SS cafe racer by Pip Davidson We all love looking at the mega-budget builds, but it’s often the low budget bikes that show the most creativity. Brit Pip Davidson is a man who knows how to eke out the pennies, and never spends more than £5,000 on his bikes.

Ducafe Crème is a most excellent example of making a little go a long way. It started out as a 400SS, a baby version of the 750SS created to circumnavigate Japan’s crippling licensing laws.

Ducati 400ss cafe racer
Pip has slotted in a 900SS motor, a Kawasaki ZXR400 front end, Suzuki Hayabusa brakes, and a Leo Vince muffler originally designed for the 916. The dinky 400SS frame has been powdercoated in a creamy, caffè latte shade, and there’s a new tail section that better matches the tank than the stock item. Ingenious. [Via]

Yamaha WR450F supermoto by Rotobox
Yamaha WR450F supermoto by Rotobox Companies that specialize in eking out the last drop of performance from motorcycle parts tend to build rather interesting customs. Like this absolute weapon from the Slovenian firm Rotobox, which makes featherweight carbon fiber wheels.

It’s called ‘Splice,’ and it’s probably one of the fastest ways to get from A to B on a bumpy, twisting country road. It’s based on Yamaha’s WR450F offroader, upgraded with a dizzying array of go-fast parts and a slick new paint job. (Which, dare we say it, looks a damn sight better than the usual plasticky blue WR color scheme.)

Yamaha WR450F supermoto by Rotobox
Aside from the obvious new 17-inch wheels, this WR is now sporting FG 461 forks and a TTX shock from Öhlins, a modified YZF-R6 swingarm, Rotobox’s own supermoto triple clamps, and a top-of-the-line Brembo brake system.

Custom parts include a new ceramic-coated exhaust system, seat, front fender and fairing, and instrument holder. And best of all, it weighs just 119 kilos (262 pounds) with a full tank of fuel.

It’s a special kind of crazy, but there’s probably a market out there. Rotobox will deliver one of these to you for 29,830 euros, which is about US$33,800. Sounds like a lot for a supermoto, but on the other hand, there aren’t many bikes that will keep up with this WR around a tight track or along a switchback road. [More]

Yamaha WR450F supermoto by Rotobox

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BikeExif Custom Motorcycles Kawasaki motorcycles Kawasaki W650 Motorcycle restoration Other Motorcycle Blogs Raccia Motorcycles Restomod

The Kawasaki ‘W1R’ that took seven years to build

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
The bikes that are revealed on these pages are usually hot off the press. The shoot is finished, the images are graded and an email lands in our inbox within a couple of days.

This amazing Kawasaki, however, first surfaced two years ago at The Quail Gathering. And it’s only just been shot properly. But that’s okay, because the bike took master builder Mike LaFountain seven years to complete—and nearly broke him in the process.

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
Mike has created a stunning replica of the ultra-rare W1R, which was Kawasaki’s late 1960s equivalent of the legendary Matchless G45 production racer.

“Years ago, I came across a photo that would haunt me for nearly a decade,” says Mike. “It was a blurry black-and-white shot of a motorcycle that I’d never heard of.”

The rare Kawasaki W1R racing motorcycle
This was the only known shot in circulation of the W1R. It was technically a race version of the W1 650, which was a pretty rare motorcycle itself. The W1 650 was Kawasaki’s first attempt to break into the larger displacement motorcycle market in North America, and in many ways a copy of the BSA A10.

Mike scoured the net looking for more information on the elusive W1R. “I even got a Japanese friend of mine to dig through the archives of Japanese websites, but there is almost no literature on it.”

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
At Raccia Motorcycles, Mike’s forte is taking Japanese motorcycles and recasting them in the mold of classic British and Italian race bikes—while using period Japanese parts. (“That way, the bike would technically still be Japanese.”)

He quickly realized that the W1R project was a chance to take that ideology a step further, using only OEM Kawasaki components. But there was no real chance to make a mechanically correct replica, due to the lack of information.

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
“I decided to fill in the gaps with the Matchless G45, my favorite GP race bike of all time. As in Jurassic Park when they used frog DNA to fill in the gaps when creating dinosaurs, I would do the same with one of the most iconic race machines of all time.”

It took seven years and thousands of dollars, but Mike’s mission has been accomplished. After tracking down a W1 650, he’s rebuilt it with parts from 25 different Kawasakis, ranging from 1966 to 1975—plus a 1980s fuel tank.

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
Every dimension of the ‘W1R’ relates to the Matchless—from the frame dimensions to the handlebar length, exhaust pipe diameter, tank strap and so on. “Everything is ‘spec’ to the original, except it’s all Kawasaki parts,” says Mike.

“I found a frame and motor from a 1967 W1 in Minnesota, after about a year of searching,” he recalls. “The downtubes and cradle of the frame are surprisingly similar to the G45: just the spine and tail section needed alterations.”

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
Mike made the new upper frame section out of one piece of DOM steel, using the exact dimensions and angles of the Matchless. Over three full days spent in a museum two hours away, Mike measured up a G45 extremely carefully, without touching anything.

“Luckily the curator was nice enough to allow me to study the bike, and take measurements. I would spend hours logging every square inch of the historic race machine. It was like playing the game ‘Operation’ as a kid, except with an $80,000 motorcycle!”

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
Mike’s installed modified Kawasaki Mach III forks, slotting them into modified W2TT triples. The shocks are stock W1, in as-new condition. The wheels are also from a W1, with the front hub machined, polished and painted to emulate the look of the conical hub on the G45.

The tires were a tough call. “I ended up going with Avons, because they are beautiful and a great functioning tire,” says Mike. “In reality, to keep to the theme, I probably should have chosen Dunlop K181s—a Japanese tire.”

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
That—and the gas and oil caps—was the only time where the aesthetics won out over the concept.

Despite the famously bulletproof nature of the engine, Mike gave it a complete tear down and rebuild, using NOS pistons and rings.

“One of the great things about these bikes is the engineering,” he says. “It may look like a Brit on the outside, but the internals are Japanese all the way. I heard quite a few stories of W1s sitting for 30-plus years and firing right up with fresh gas and a new battery.”

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
To be on the safe side, Mike rebuilt the gearbox—and the Mikuni carbs, swiped from a W2. The W2 also supplied the exhaust headers, but he’s upgraded the exhaust system with modified KZ1000 mufflers.

“Over 90% of this machine is Kawasaki,” he reveals. “But there are a few parts that had to be made up, since Kawasaki never built anything closely resembling the G45.”

So the rims are not from Kawasaki, but Excel—which is a Japanese company. The gas cap is a Monza replica, and the tank strap, number plate and tachometer bracket are custom made.

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
The tank is from 1982 Kawasaki GPz750, heavily modified to look right and fit the frame. “That was by far the toughest endeavor,” says Mike. “I went through numerous OEM tanks before finding the right one. I finally figured it out in the final year of the build; it was the last major hurdle of the whole project.”

Further back is the oil tank, with modified side covers from a 1974 Kawasaki H1, cut in half, flipped upside down and widened.

The rest of the bike is a smorgasbord of Kawasaki parts that work together remarkably coherently. The front brake is from a 1965 W2650, the bars are a modified KZ440 bend, the grips are from a Kawa A7, and the throttle is from a F21M “Green Streak,” the first production Kawasaki to wear the famous lime green paint.

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
“Meticulously boxed, beautiful NOS parts would arrive, wrapped in their original packaging and smelling of the 60s, only to find themselves cut into pieces 30 minutes later,” Mike says.

“Some made it, but others were not as fortunate. I can’t tell you how many gems ended up in the trashcan. I had to force myself to not think about what I was destroying, or how much I’d spent. I probably won’t be making a lot of friends at the local VVMC rally any time soon!”

Mike has made a lot of friends at The Quail Gathering though, where his W1R wowed the crowd—even though most were unaware of the extraordinary backstory.

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles
“This project lived between two worlds,” Mike says, looking back on the years of toil and frustration. “In some ways it felt like a restoration. Yet on the other hand, it’s as custom as custom gets.”

“Although it may appear original, every part on this machine was cut, modified or altered in some way, creating something that is completely unique.”

The story has a happy ending: this Kawasaki now lives in the salubrious surroundings of the Haas Moto Museum in Dallas. “It’s a great ending to an arduous task,” says Mike, with obvious relief. “Bobby Haas truly understands and embraces the concept.”

“But it was a daunting piece of work that I don’t have a desire to repeat any time soon.”

Raccia Motorcycles | Facebook | Instagram

Next Level: An extraordinary Kawasaki W1R recreated by Raccia Motorcycles

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BikeExif Bimota cafe racer Custom Bikes of the Week Custom Motorcycles Other Motorcycle Blogs Restomod

Custom Bikes Of The Week: 28 October, 2018

The best cafe racers, scramblers and restomods of the week
A Bimota DB1 restomod with a 70s vibe, a BMW R80 built for the dunes of Dubai, and a limited edition Ural sidecar with a built-in drone. How’s that for eclectic?

BMW R80 dune basher by Dust Motorcycles
BMW R80 dune basher by Dust Motorcycles Many customs live pampered lives: brought out at the weekend, and garaged when it rains. But this R80 is destined for a life in the dry heat of Dubai, blasting down dirt roads and over dunes.

BMW R80 dune basher by Dust Motorcycles
It’s the work of the aptly named British shop, Dust Motorcycles, and it’s been heavily modified to cope with the fine, white sand of the Arabian desert. That means the airbox is now a pre-81 item—no pod filters here—and the forks have been upgraded to tougher Suzuki DR650 items.

BMW R80 dune basher by Dust Motorcycles
Dust have converted the monolever to a twin shock setup with Öhlins suspenders, fitted an aluminum sump guard and high pipes, and welded tough off-road pegs onto the stock hangers. Freshly shod with Pirelli MT43 rubber and featuring a full suite of Motogadget electronics, this is a custom that’s more about the go than the show. [More]

Bimota DB1 restomod by Made In Italy
Bimota DB1 restomod by Made In Italy Just over a year ago, reports surfaced that Bimota was closing its doors for the last time. But it appears that the oft-troubled boutique maker was merely shifting location a few hundred meters down the road.

Bimota DB1 restomod by Made In Italy
We’re hoping that Bimota really is in good health, because the Rimini company has produced some stunning machines such 1973. One of our favorites is the DB1 built in the late 80s, which was the first Ducati-powered Bimota.

Customizing a DB1 sounds like heresy, but this delightful restomod was a bodged-up mess when it arrived in John Fallon’s workshop.

Bimota DB1 restomod by Made In Italy
“I wanted to build a DB1 to the same high standards as Bimota would have,” says John. “but in a style they may have used if it was conceived in the 1970s rather than the ’80s.”

We reckon the finished article looks stunning in these shots by Chippy Wood (top) and Amy Shore (above). Return Of The Café Racers has the story.

Film: ‘The Salt Flats – Eleven Ninety Eight’
Film: ‘The Salt Flats – Eleven Ninety Eight’ Does the world need another film about the Bonneville Salt Flats? This one is a little different, because the star is one of the best custom bike builders on the planet—Max Hazan.

The man behind the camera is Brit Josh Allen, who’s been working on the upcoming Oil In The Blood documentary feature film. He flew to the US to follow Max (above right) and his friend Gerald Harrison as they headed out to Utah with a Ducati 1198.

Film: ‘The Salt Flats – Eleven Ninety Eight’
This isn’t one of those super-organized record attempts with teams of mechanics and a bike running on custom-blended race gas. It’s just Max and Gerry ‘having a crack at it’—and seeing the event from the perspective of newcomers, who also happen to know rather a lot about motorcycles.


Josh has kindly put together a trailer to give readers a sneak peek. To see the full movie, head over to his website after the film premieres on November 3.

Triumph Bonneville T120 by BAAK Motocyclette
Triumph Bonneville T120 by BAAK Motocyclette BAAK is one of our favorite French workshops. Their machines always have an effortless style and beautiful finish—so much so, we put their BMW R nineT into our 2019 wall calendar.

The BAAK crew also have a collective head for business, and sell a range of classy parts that allow you to gradually transform the look of your bike bit-by-bit. Occasionally a request comes along for a complete transformation, and that’s what happened here.

Triumph Bonneville T120 by BAAK Motocyclette
BAAK’s client Xavier wanted a multi-purpose version of the Bonneville T120, with tires that would work off road and well as on. BAAK gave his Bonnie a chic British look, mixing a deep green paint with brown leather.

There’s a classic speedometer inserted in the headlight, the fenders are neatly bobbed, the bars are wide and easy to manage, and the exhaust pipework is short and purposeful. It’s a bike full of neat touches and a strong custom look—but the kind of build that can be done relatively quickly. These guys know what they’re doing. [More]

Ural Air limited edition sidecar motorcycle with drone
Ural Air limited edition Ural sidecar motorcycles are like Land Rovers: they’ve rarely changed over the years, apart from trim levels and paint schemes and add-on equipment. In the past we’ve seen some inspired limited editions dreamt up by the US importers, and this latest one doesn’t disappoint.

The $17,999 ‘Ural Air’ has a compartment on the nose of the sidecar that opens with the push of a button to reveal a DJI Spark drone. The drone compartment is made by StrataSys, specialists in 3D printing, and was developed from scratch in just six weeks.

Ural Air limited edition sidecar motorcycle with drone
“What’s over the ridge? What’s just beyond your campsite? What obstacles lie ahead after a big storm?” the PR exhorts. “When the trail ends, or nightfall is looming, the rider or passenger becomes a pilot—sending out their eye in the sky to determine the best route or quickest escape.”

Just 40 units of the Ural Air will be built, and they’ll be in US dealerships next month. [More]

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BikeExif cafe racer Custom Motorcycles Honda cafe racer Honda CBX Honda motorcycles Other Motorcycle Blogs Restomod Rno Cycles Turbo Motorcycle

Boosted: Rno’s wild turbocharged Honda CBX 1000

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
We love the big, bruising superbikes of the late 70s and early 80s. They were fast, brash and good-looking—and their riders often had more skidmarks than Lewis Hamilton’s driveway.

So we always keep an eye out for good superbike restomods, and Arno Overweel of Rno Cycles has just delivered a cracker with this turbocharged Honda CBX.

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
In continental Europe, Arno is a household name in the custom scene. His bikes are often extreme and impractical, but this one is different. The styling is subtle, and the pyrotechnics are focused on the mechanical side.

“The client saw my work at a show and he was very enthusiastic,” says Arno. “We started talking about a CBX that he’d owned from a very early age. It was an American model, with the odometer in miles.”

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
“The bike had been customized before, with a chromed frame and a turbo kit, but it’d been in storage for a while—and time had left its mark, in the form of rust.”

The client wanted his CBX back on the road, but Arno’s heart lies in custom bike building rather than restoration. “Restoration is simply not my passion,” he says. “But a technical and optical upgrade of a CBX seemed like a challenge, so my question was: where is the limit?”

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
Arno and his client were soon on the same page. “We both became more enthusiastic. In our heads, the bike was already built: a number plate up front, an aggressive short seat, and modern brakes. The deal was sealed and I finally got to work with a powerful CBX!”

The CBX was the flagship of the Honda range between 1978 and 1982, a superbike with a 1,047 cc 24-valve, air-cooled inline six fed by six carburetors. With 105 hp on tap, it had a top speed comfortably in excess of 130 mph, with some reports citing 140 mph (225 km/h).

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
This machine goes one step better. It’s got a turbo kit from American Turbo Pack, a mod that was available to speed freaks back in the day. The turbo is a compact Rajay unit, and it breathes through a simple but effective Bendix carb. (The practicalities of tuning six Keihin VB28s for forced induction do not bear thinking about.)

Everything still works well, and the sound apparently generates goose bumps. “At a certain speed, the six-cylinder really begins to howl,” says Arno.

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
To keep the mighty motor running sweet, Arno installed a Setrab oil cooler (hooked up with Goodridge hoses), a Procom igniter set to boost the sparks, and a new alternator from a Kawasaki Ninja ZX-7R, fitted via a custom adaptor plate.

What Arno didn’t like was the back end of the CBX. “There was a huge seat with a ridiculous big taillight, which looked out of proportion with the narrow rear wheel. The front also needed better proportions.”

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
Arno decided to respect the 70s styling, but also update it to modern times—taking it from classic superbike to modern muscle bike. “The CBX would get a more brutal look as well.”

He’s installed a Fireblade swingarm that is a bit longer than the standard CBX item. “I wanted a more open, modern and transparent look. So I also turned it into a monoshock set-up,” says Arno. He’s used a Showa shock in a Pro-link setup.

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland

“The diagonal tube under the seat was removed, so all the electronic components and the battery had to move. The electrics are now under the fuel tank and the battery is in the tail.”

The tail end was shortened, which makes the swingarm look even longer, and the 190-section Aprilia RSV Mille rear wheel even bigger.

To beef up the front end, Arno has mounted Öhlins forks—again from an RSV Mille—along with triple trees from an Aprilia Tuono. The client did not want clip-ons, so Arno opted for more comfortable Motacc superbike bars on Rizoma risers.

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
Right ahead is the AMA Superbike racing-style number plate, which holds a pair of small LED lights. The ’57’ logo was designed by Arno’s brother Jeroen: “57 is the ‘year of construction’ of the owner!” Arno reveals.

The CBX’s character is largely determined by the fuel tank, so Arno wanted to keep it. “I didn’t like the filler cap, so I welded a Rizoma racing cap in it. Some people will think, ‘What a lot of work for a filler cap’, but this bike just needed it.”

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
The engine didn’t need any work—and certainly doesn’t need any more power. The exhaust system upstream from the turbo plumbing is the original American Turbo-Pack unit, but Arno crafted new plumbing downstream. It now snakes between the subframe supports and terminates in a simple muffler.

Arno also replaced many components with modern counterparts—like Pazzo levers, Motogadget m.blaze blinkers and an Acewell LCD multi-function speedo. He also removed the large round ‘pancake’ air cleaner that blocked the view of the beautiful carburetor and Turbo, replacing it with a compact sport air filter.

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
The striking paint is the handiwork of local specialist Ben Oud. “With Ben, you always know that it’ll works out,” says Arno. “I wanted an angular 70s style, in the Honda red, white and blue. And there had to be a black stripe on top of the fuel tank—which I’ve seen on a concept bike from Honda.”

Arno suggested flat colors and sponsor stickers, but Ben had better ideas. He also added a touch of glitter to the paint for extra impact, and figured out the best position for the logo.

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
“He chose the most difficult option—a wing over the tank bulge,” says Arno. “He’s a real professional.”

Ben even painted the seat base before it went to Marcel Miller for the foam and upholstery. Arno elected to mix up the tuck ‘n roll pattern with some diamond stitching.

Unlike some of Arno’s previous builds, the CBX is ‘reasonably comfortable’ and practical. “Everything works properly, and the sound is fantastic!” he reports. “You can hear that it’s a six-cylinder.”

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland
Arno’s managed to take the already monstrous CBX into even wilder territory—without losing an ounce of its retro appeal. We’d ask for a test ride if we weren’t genuinely scared of it.

Rno Cycles | Facebook | Instagram | Images by (and thanks to) Floris Velthuis

Boosted: A turbocharged Honda CBX 1000 from Rno Cycles of Holland

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BikeExif Custom Motorcycles Other Motorcycle Blogs Restomod Triumph Bonneville Triumph motorcycles Triumph T140

A most distinguished Triumph T140 from Hong Kong

A modified Triumph T140 from Hong Kong, built by Angry Lane
In theory, owning an old Brit bike is a great idea. In reality, your right hand will become more familiar with a Whitworth spanner than the throttle grip.

Of course, you could go out and buy a ‘modern retro.’ But if you want a machine with old school charm and modern reliability, a restomod is an equally valid option.

A modified Triumph T140 from Hong Kong, built by Angry Lane
The owner of this Triumph is a racing driver who chose to go down the restomod route, and he had a clear idea of what he wanted.

Just one hour after buying the T140, he was in the Angry Lane workshop in Hong Kong—run by Guillaume Barras, organizer of the territory’s Distinguished Gentleman’s Ride.

A modified Triumph T140 from Hong Kong, built by Angry Lane
“My client didn’t want to change the bike radically,” says Guillaume. “He just wanted it restored, and made neater and lighter. It needed to be more reliable, and start on the first kick.”

“I said to him, ‘So you want something that Steve McQueen would ride?’ He said, ‘I’d prefer something like Paul Newman would ride!’”

A modified Triumph T140 from Hong Kong, built by Angry Lane
To be precise, the Triumph is a 1977 Bonneville T140 RV. The RV was an export version of the five-speed ‘V,’ with engine modifications to suit the US market. The gear lever was switched to the left-hand side to comply with regulations.

Guillaume describes the bike as ‘virtually new,’ and he’s not exaggerating. The engine was stripped for a complete rebuild with new cylinders and pistons, and new valve gear.

A modified Triumph T140 from Hong Kong, built by Angry Lane
The most frustrating part was preventing leaks from the pushrod tubes—an issue that will be familiar to many T140 owners. After several attempts with different O-rings and guidance from the British Cycle Supply Company, the tubes were finally sealed. (“Special thanks to our British friend Simon Bollix, AKA ‘Grumpy Old Man,’ for rebuilding the engine three times!” says Guillaume.)

There’s a custom 2-into-1 exhaust handmade by New Zealander Paul Bryant, and the carbs have been upgraded to new Amal MKI Premier 932s, with velocity stacks.

A modified Triumph T140 from Hong Kong, built by Angry Lane
To match the added pep from the new engine, Angry Lane have installed a new (and lighter) brake system. Alloy two-piston calipers from AP Racing bite down on floating discs from EBC, and the lines have been replaced by custom hoses from HEL.

The wheels are low-key: black anodized aluminum Sun Rims, with spokes from Buchanans. The hubs have been ceramic-coated black to match, and the tires are Heidenau K60 Scout dual sports: 4.00-18 on the rear, and 100/90-19 on the front.

A modified Triumph T140 from Hong Kong, built by Angry Lane
The fork tubes are original—but everything inside is new, including a set of progressive springs. New triples and risers have been fashioned out of aluminum billet. At the back, there’s a pair of new Öhlins shocks, supplied by the French specialist Mecadata and configured to match the rider’s weight.

The electrics are a mix of old and new. A modern Antigravity lithium battery provides the juice, and there’s an electronic ignition from the New Zealand company Pazon. But there’s also a new high output 12V 3-phase stator-rotor and regulator rectifier from the original Prince Of Darkness, Lucas.

A modified Triumph T140 from Hong Kong, built by Angry Lane
There’s a Motogadget m.unit control box to ensure everything is communicating correctly, and the German company also supplied the bar-end blinkers, the tiny speedo, and the neat circular bar-end mirrors.

They’re attached to classy new bars from LSL, with controls from Renard Speedshop and Kustom Tech—who also supplied the Grimeca 12mm clutch master cylinder and lever. The headlight is a Bates, and the taillight is a Bates-style LED unit supplied by Motone.

A modified Triumph T140 from Hong Kong, built by Angry Lane
The mods to the frame and bodywork are subtle. With the help of friend and welding whizz Tom Lonnen, Angry Lane have shortened the rear of the frame. And the tank has been modified to clamp onto the frame via brackets rather than the original center attachment system.

It’s topped off with a Monza-style gas cap. All the visible nuts and bolts on the Triumph have been replaced with new stainless steel items.

A modified Triumph T140 from Hong Kong, built by Angry Lane
There’s deep and glossy new 2k paint on the frame, tank and fenders. After checking several shades of green, the choice was set on a lovely Mercedes Caledonia Green.

The front fender, believe it or not, is a modified carbon fiber Ducati item. At the back is a much more conventional stainless steel unit from Daytona Japan.

A modified Triumph T140 from Hong Kong, built by Angry Lane
Angry Lane’s specialty is leatherwork, so Guillaume’s brother Ben has created a magnificent ribbed seat wrapped in Italian vegetable-tanned leather. Matching saddlebags are modeled on the design of vintage postbags used in the US.

The right saddlebag even features a USB charging plug, requested by the client, and the left one contains a toolkit. The handgrips, gear shifter, and kick pedal are covered with the same leather.

A modified Triumph T140 from Hong Kong, built by Angry Lane
And yes, the bike now starts on the first kick.

Angry Lane | Facebook | Instagram | Images by Maxime Champigneulle

If you’re in Hong Kong, keep an eye out for Guillaume during the Distinguished Gentleman’s Ride. And no matter where in the world you’re riding, join the Bike EXIF team for a chance to win an incredible $10,000 travel prize.

A modified Triumph T140 from Hong Kong, built by Angry Lane

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Back To Classics BikeExif Ducati Ducati 900 SS Ducati cafe racer Other Motorcycle Blogs Racing Motorcycles Restomod

This Isle of Man 900 SS is the definitive Ducati restomod

This ex-Isle of Man 900 SS is the definitive Ducati restomod
In the automobile world, if you need a millimeter-perfect restoration or subtle upgrades to the icon in your garage, you go to guys like Classic Motor Cars, Zweimüller or François Sicard.

In the Ducati world, if you live in Europe and know your stuff, the name Harné Heuvelman is likely to be on your list. With the help of his son, Harné runs the workshop Back To Classics in the western Netherlands—and he can rebuild, redesign and remanufacture anything you need for a Borgo Panigale classic.

This ex-Isle of Man 900 SS is the definitive Ducati restomod
BTC’s latest showpiece is this 1978 Ducati 900 Super Sport, an NCR-fettled racer that began life as a privateer entry in the Isle of Man TT. It was originally delivered to Steve Wynne of Sports Motorcycles, a key figure in Mike Hailwood’s TT success.

Wynne sent the cylinder heads to NCR for a performance boost and conversion to twin-spark ignition. He also reinforced the frame around the headstock, fitted a new swingarm designed for longer suspension travel, and installed a set of (very early) Öhlins rear shocks.

This Isle of Man 900 SS is the definitive Ducati restomod
The bodywork was changed around the same time: there’s an aluminum long-range fuel tank and a proper racing seat. And there are plenty of other typical late 70s racing tweaks, including a stunning set of wide magnesium Campagnolo wheels.

Harné’s client raced the bike throughout the 1980s and early 90s, and then parked it up in his shed for 20 years. “Then he decided to have the Ducati brought back to its former glory,” Harné tells us.

This Isle of Man 900 SS is the definitive Ducati restomod
On arrival at the BTC workshop in the rural village of Bergambacht, it was time for a check-up. “The frame needed straightening—probably because it was in a minor crash—but this was easily fixed. We did have to make (and weld) a lot of the lugs though.”

The engine rebuild was a little trickier. “The bike had spent a lot of time on the racetrack, and many parts needed extra attention and in some cases replacement.”

This Isle of Man 900 SS is the definitive Ducati restomod
BTC rebuilt the crankshaft, and installed new Carrillo conrods. The Venolia pistons were matched to a new set of liners, bored and honed to the correct clearances.

The NCR-tuned cylinder heads were rebuilt, and tuned and flowed still further. A new exhaust system was made up from steel tube, and ceramic-coated inside and out.

This Isle of Man 900 SS is the definitive Ducati restomod
The suspension is resolutely stock however, even though it would probably have been easier to machine up some new triples and bolt on later-model forks.

“The rear Öhlins shocks were originally fitted in 1978,” says Harné. “We found out that Öhlins started up the same year, so these are very early units made by this company. We of course restored and rebuilt them completely.”

This Isle of Man 900 SS is the definitive Ducati restomod
The front suspension is the standard Marzocchi unit the bike raced with back in the day. This was also restored and rebuilt.

The aluminum fuel tank is the original too, but with the dents removed. The seat is an original brought back to its former glory, but the fenders and front fairing are new items.

This Isle of Man 900 SS is the definitive Ducati restomod
BTC pride themselves on being thorough, right down to x-raying the wheels to find cracks. They even manufactured and fitted a brand new gearbox. “The gearbox is our own product,” says Harné. “It’s a standard street 3-dog version of the original 6-dog gearbox.”

“We could have gone for a racing gearbox with different ratios, but decided not to—given the owner’s desire to be able to ride on the road as well.”

This Isle of Man 900 SS is the definitive Ducati restomod
Yes, this machine is road legal in the UK. It still has its original UK registration, so BTC made a few discreet changes while staying as close to a full racing bike as possible.

There’s now a bolt-on side stand, a Motogadget rev counter with digital speedometer readout, a tiny horn, and lighting.

This Isle of Man 900 SS is the definitive Ducati restomod
Those parts—and the incredible rosso paint—are pretty much the only ones that weren’t made in the BTC workshop. Everything else was done in-house for this 900, including all the machining, the engine building and the restoration of aged individual parts.

At forty years old, this Ducati TT icon is now in the prime of its life.

Thank goodness there are still people like Harné Heuvelman and his son in this world.

Back To Classics | Facebook | Instagram | Images by Ernst Klip.

This ex-Isle of Man 900 SS is the definitive Ducati restomod