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Deus builds a wild street tracker for Dani Pedrosa

Dani Pedrosa's Honda CR500 street tracker motorcycle
Building a custom bike for a motorcycle racer is a tall order. And the stakes are even higher when your customer is one of the fastest riders in the world.

Dani Pedrosa hung up his MotoGP leathers at the end of last year, with 54 wins to his name. That makes him the seventh winningest racer in GP history, tied with Mick Doohan.

Deus builds a street tracker for Dani Pedrosa
This mental Honda street tracker is Dani’s retirement present, built by Michael Woolaway in collaboration with Red Bull.

Woolie is the head wrench at Deus in the USA, and he’s big on machines that go fast: He’s currently a prepping a Ducati Hypermotard for his second entry into the Pikes Peak hill climb.

Dani Pedrosa and Michael Woolaway of Deus Ex Machina USA
Dani spent every single one of his 13 years in MotoGP with Honda, so picking a suitable donor was a no-brainer. Woolie settled on one of the most ballistic machines Big Red ever made—the CR500.

He didn’t want the whole bike though: he was just after its monstrous single-cylinder, two-stroke power plant. So the team sourced a complete 1985-model CR500, and yanked out the motor. It’s now housed inside a completely bespoke chromoly frame, built by master frame builder Jeff Cole.

Deus builds a street tracker for Dani Pedrosa
The CR500 wasn’t just known for being crazy powerful—it was also near impossible to kick start. Woolie did some research, and then decided to raise the port timing.

“The porting was done by Jim Wood,” he tells us. “Jim’s an old-school motor builder, and still has his notes from the days when he did more than two hundred porting jobs of this type.”

Deus builds a street tracker for Dani Pedrosa
Woolie then moved the kickstand mount nearer to the left foot peg, to give 5’ 2” Dani a solid platform to stand on when kicking it. But after bruising his left foot arch (right through his trials boots), Woolie started searching for a better solution.

In the end, he added an automatic compression release to the cylinder head to solve the problem.

Deus builds a street tracker for Dani Pedrosa
The engine rebuild also included the addition of coils, so that Dani can run lighting. Woolie also fitted a set of old hand-sandcast HRC engine side covers, and installed a hand-made radiator from Jeff Johnson.

Lectron came to the party too, with a special custom-built carb “that laughed at the idea of being affected by altitude.”

Deus builds a street tracker for Dani Pedrosa
The chassis spec is equally impressive. It includes Öhlins forks, held by adjustable triple clamps from Davie Durelle. Jimmy Wood rebuilt the forks, and built a custom Race Tech shock according to data Woolie supplied. The wheels are 19” laced units, built by Dubya in California and wrapped in street legal dirt track rubber.

Deus builds a street tracker for Dani Pedrosa
Next up, Woolie hand-shaped the Honda’s new tracker-style bodywork from aluminum. The number board, tank and tail section are all his work, and take inspiration from classic American flat track race bikes. The seat pad’s a custom job from Saddlemen, and has The Slide King’s number stitched into it.

It’s a good look, and if you’re digging it, Deus have just released a poster to celebrate.

Deus builds a street tracker for Dani Pedrosa
Every last part on Dani’s new runabout is top shelf, from the custom exhaust system, down to smaller parts like the handlebars, controls and brakes. And since the project started with a fresh frame and motor, all the bits and pieces in between (like the brake mounts) are hand made.

Deus builds a street tracker for Dani Pedrosa
The level of finish is high and the livery is beautifully subtle. All the right elements are present: Dani’s number up front, Red Bull’s logo ghosted onto the tank, and Honda’s wings on the tail section.

Deus builds a street tracker for Dani Pedrosa
But it’s the combination of that beastly motor and a competition-spec chassis that has us impressed…and a little terrified.

“This bike is a bad little bike,” Woolie agrees. “It’s not intended for the average rider, as she is a bit of a weapon.”

“But when you’re building a bike for Dani Pedrosa…”

Deus Customs | Facebook | Instagram | Michael Woolaway Instagram | Studio photos by Scott G Toepfer, outdoor shots by Red Bull

Deus builds a street tracker for Dani Pedrosa

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2LOUD Custom BikeExif Custom Motorcycles Other Motorcycle Blogs Trackers Triumph Bonneville Triumph motorcycles

Sleeper: A subtle Triumph Bonneville from 2LOUD

Sleeper: A subtle Triumph Bonneville from 2LOUD
We’ve profiled 2LOUD’s work for almost two years now. From day one, builder ‘Max’ Yicheng has consistently delivered elegant and harmonious machines from his one-man-shop in Taipei, Taiwan. In fact, his work is so tasteful and restrained, the ‘2LOUD’ moniker borders on ironic.

Those are rare traits in today’s custom world, and they’re why we keep a close eye on Max’s output. And this custom Triumph Bonneville exemplifies the 2LOUD ethos. It’s so subtle that you’d be tempted to pass it over—but look closer, and you’ll discover a host of cracking details and useful upgrades.

Sleeper: A subtle Triumph Bonneville from 2LOUD
It belongs to the same customer that commissioned the first 2LOUD bike we ever featured: a Suzuki TU250. Like the little Suzuki, the 2003-model Bonneville had to be transformed into a stylish street tracker—but without losing too much of its original style.

It also had to fit the owner’s lofty 6’3” frame. So Max has fitted longer-than-stock Öhlins shocks, to lift the rear a touch. He’s kept the original front suspension though, but serviced it and upgraded the oil.

Sleeper: A subtle Triumph Bonneville from 2LOUD
The wheels were swapped out for a set of tubeless spoked items, from Alpina in the UK. The Bonneville’s known for lazy handling, partly thanks to its stock 19” front wheel, so Max has opted for an 18” front matched to a wider (160) rear.

The new rims are wrapped in Pirelli MT60RS tires, chosen for both their look and their grip on varying surfaces.

Sleeper: A subtle Triumph Bonneville from 2LOUD
Max also upgraded the brakes with a full system from the legendary Swedish firm ISR. That included new calipers and discs, and new brake and clutch levers, with integrated handlebar switches.

Moving to the motor, he’s replaced the clutch with a new one from FCC, and installed a full set of new gaskets. The rest of the motor upgrades are external; there’s a pair of FCR37 flatslide carbs, and a British Customs airbox removal kit with K&N filters. It’s matched up to a full exhaust system from SC-Project.

Sleeper: A subtle Triumph Bonneville from 2LOUD
Despite the number of bolt-on goodies, Max’s real strength is with sheet metal. But even here, he didn’t go overboard.

Instead, he’s cut-and-shut the stock Bonneville fuel tank for a slimmer effect, and added a vintage-style seam on top. His attention to detail is sublime—like the drillium front tank mounts, and the hand-made fuel tap.

Sleeper: A subtle Triumph Bonneville from 2LOUD
Other custom pieces include the side covers, and a pair of stubby aluminum fenders. Max also trimmed and looped the subframe, capping it off with a genuine leather saddle that’s just long enough to accommodate two people.

To clean up the cockpit, Max purchased a headlight, with an integrated Motogadget speedo, from the French custom shop BAAK Motocyclettes. (The turn signals came from BAAK too).

Sleeper: A subtle Triumph Bonneville from 2LOUD
New tracker-style handlebars from GOODS in Japan were fitted, along with Biltwell Inc. grips. The handlebar clamps are particularly interesting; they’re a hinged design, CNC-machined to Max’s specification. All of the switch wiring runs inside the bars, making for a super sano setup.

As usual, small hand-made parts like the headlight mount and license plate bracket carry the 2LOUD ‘2’ motif. Final touches include an Evotech bash plate, an LSL sprocket cover, and a tail light from MS Taiwan. Max replaced the chain and sprockets too, for good measure.

Sleeper: A subtle Triumph Bonneville from 2LOUD
Everything’s wrapped up in a livery as subtle as the rest of the bike. It works off a metallic silver base, with sections of green, and punctuated by gold foil pin striping.

Max designed the scheme, then handed it over to Line&Circle Custom Studio to execute. The frame and swing arm were treated to a tough new coat of gloss black.

Sleeper: A subtle Triumph Bonneville from 2LOUD
A stock Bonneville is already an attractive machine, but Max’s version is downright gorgeous. He’s kept the Triumph’s classic appeal, made it look even more retro, and balanced it out with a stacked list of performance upgrades. And he’s done it without vintage tires or even an inch of pipe wrap.

It’s another feather in 2LOUD’s cap—and another reason to keep an even closer eye on this powerhouse shop.

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Sleeper: A subtle Triumph Bonneville from 2LOUD

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Street tracker gold: building a road-legal Harley XR750

Street tracker gold: building a road-legal Harley XR750 street tracker
The biggest cliché in motorcycle journalism is the ‘listicle’ of the best-looking bikes ever made.

If we ever run out of ideas and succumb at EXIF, you can guarantee that the Harley-Davidson XR750 flat tracker will be in our list. And we’d lament that it was never street legal.

Street tracker gold: building a road-legal Harley XR750 street tracker
So this streetable XR750 from Brad Peterson is right up our, er, street. And it’s no replica or lookalike, either.

Power comes from a genuine factory race motor, used briefly in 2007 by National #80 Rich King, which probably delivers around 100 horsepower.

Street tracker gold: building a road-legal Harley XR750 street tracker
“The motors are sold without a title,” Brad tells us, “but they do have serial numbers. My motor was confirmed as a Rich King motor via the H-D race department records.”

Brad is a machinist by trade, and hails from the port city of Bellingham in Washington State, near the Canadian border. He’s been riding since childhood, and his grandfather—a motorcycle dealership principal—helped build the town dirt track.

Street tracker gold: building a road-legal Harley XR750 street tracker
Which might explain why the spec sheet for this XR750 is pure street tracker gold. The motor is fed by twin Sudco Mikuni TM 38 flat slides, breathing through Darcy racing intakes. Bill Werner Racing supplied the exhaust and SuperTrapp mufflers, and also the wet clutch.

The powerplant is squeezed into a C&J frame, which has been oiled (rather than painted) to prevent rust. The forks are modified CBR600 items, with nitrided tubes and the caliper mounting lugs machined off the right fork lower. They’re hooked up with A&A variable offset triple clamps and matched to a Penske rear shock.

Street tracker gold: building a road-legal Harley XR750 street tracker
The bars are Vortex’s ‘J Murph’ bend, which are a little higher than most flat track bends. Brad’s also installed a Brembo front master cylinder and Magura clutch assembly, but there’s no speedo or tacho to reveal how fast he’s going…

Stopping, however, is no problem; there’s a front brake on this tracker. The calipers are Brembo, but Lyndall supplied the iron brake rotors—320mm at the front and 10.5” at the rear. The front caliper hanger is custom machined and there’s an A&A racing rear hanger, with quick-change rotor and sprocket carriers. The rear master cylinder is Grimeca.

Street tracker gold: building a road-legal Harley XR750 street tracker
The forged wheels are from Performance Machine, and the real deal—super-light 19” rims designed for the dirt track.

The bodywork is full carbon fiber, with a Corbin seat, and reputedly factory-issue. The raw carbon looks good, so Brad has left it unpainted, like most of the rest of the bike.

Street tracker gold: building a road-legal Harley XR750 street tracker
Discreet LED lighting front and back helps make this XR750 street legal. It’s a bare bones, total-loss electrical system, but it works. “I can easily run a dozen tanks of fuel on the battery life,” says Brad.

Keeping that battery hooked up to a charger is a small price to pay for being able to ride this tracker on the street. “It’s titled and legitimately street legal,” Brad says. “Which is not an easy thing to accomplish in my state. It may be pushing some details into gray areas…”

Street tracker gold: building a road-legal Harley XR750 street tracker
The XR750 is not one of those volatile converted race bikes, even though it needs to be bump started and can wheelie at will.

“I use BBRP (Brian Billings Racing Products) to keep this XR running strong,” says Brad. “He’s done a lot of tuning to make it a reliable street bike: it runs flawlessly, and it’s not crabby or temperamental.”

Street tracker gold: building a road-legal Harley XR750 street tracker
“It starts and runs every time, and has been ridden off the street and onto a dirt track. And then ridden home.”

Brad’s home also includes vintage Harleys dating back to 1921, an Indian Four, and models from Aprilia, BMW, Honda, Suzuki, Triumph and Yamaha.

But we’re betting that this XR750 is the most fun of the lot.

Images by John Meloy

Street tracker gold: building a road-legal Harley XR750 street tracker

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Nicky Hayden tribute: Analog’s Honda XR650L flat tracker

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
Nicky Hayden left a massive hole in the motorcycling world—and in all of our hearts—when he passed away unexpectedly in May last year. In a fitting tribute, the Kentucky Kid was inducted into the AMA Hall of Fame earlier this month.

To commemorate the occasion, the Hall of Fame Museum commissioned two tribute bikes from Chicago’s Analog Motorcycles. American Honda donated the motorcycles, including a CBR1000RR to be wrapped in Hayden’s Repsol MotoGP livery. But the direction of the second bike was left entirely up to Analog shop boss Tony Prust (below).

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
Most people know Nicky Hayden from his time in MotoGP and the Superbike World Championships. But longtime fans will remember that Nicky actually got his start in flat track racing.

“I chose to build a flat track bike,” Tony tells us, “because that’s where Nicky’s roots were. I also wanted to remember his American racing heritage, so I chose the AMA 2002 Championship RC51 livery. The rest was about making all that happen, and not looking forced.”

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
Before he could execute his vision, Tony had to pick a donor. The AMA wanted the bike to be street legal, so the CRF250L and XR650L ended up on the short list. Then Honda announced the release of the CRF450L—but by then, Tony had already made up his mind.

“The 450 would have been fun,” he says, “but I think the air-cooled XR650 fits the bill pretty well.”

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
The XR650L is a fantastic choice. It’s a close cousin to the desert-dominating XR650R, makes decent power and doesn’t cost the earth. There’s also a ton of aftermarket parts available for it—unless you’re trying to build a flat tracker.

“I set out to find a fiberglass tank and tail kit,” says Tony. “But because of its oil in frame backbone and frame design, this proved very challenging. So, as I continue to hone my metal shaping skills, I decided to make it all.”

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
“That was not really in the budget—but since I was a Nicky Hayden fan and the Hall Of Fame is a good cause, we made it work.”

Tony hand-shaped a new fuel tank to fit the Honda, basing it on the shape of the classic Harley-Davidson XR750 tank. Then he fabricated a tail section, complete with number plates and a custom seat pan, which Dane Utech upholstered.

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
The fenders (yes, there’s a sneaky rear fender too) are also custom, as is the front number board. Everything flows and tucks together perfectly; the top of the front number board wraps around the speedo, and the right rear number board wraps around the exhaust. Analog used Denali optics at both ends, with two discreet headlights, and an LED taillight.

As for the chassis, the subframe was modified to accommodate the new tail piece. Analog installed a custom-built Hyperpro shock at the back, and a KTM 690 Enduro front end, rebuilt to suit the Honda’s specs. The wheels are flat track-appropriate 19” numbers, featuring Sun rims, Buchanan’s spokes and Dunlop DT3 tires.

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
Tony’s made sure the Honda goes as well as it shows. He removed the engine’s emissions ‘octopus’ (a common XR650L mod), then installed a Keihin FCR41 carb. There’s a custom intake with a K&N filter, and a Magura hydraulic clutch conversion. Analog also modified and ceramic coated the exhaust headers, and installed a Cone Engineering muffler.

There’s a host of smaller upgrades in play too. The team installed Magura handlebars and master cylinders, Oury grips, a Motogadget speedo, mirrors and switches, and their own brand of mini LED turn signals.

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
The bike was also completely rewired around a Motogadget m.unit, with an EarthX lithium-ion battery. And Analog even went to the trouble of wrapping all the wiring in WireCare sleeving and tubing.

Jason at Artistimo Customs handled the paint, successfully adapting the Kentucky Kid’s 2002 AMA Championship RC51 livery to the shape of the XR650L. Certain parts were powder coated to finish things off; some in-house, and some by J&J Powder Coating.

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
“We are super honored to be asked to build these bikes for such an amazing racer and human,” says Tony, “and had the pleasure of being at the induction ceremony in early December.”

“The AMA, American Honda and the Hayden Family all were there to unveil the machines on stage and they were all really impressed with how they turned out. It was a highlight of our year here at Analog Motorcycles and a great way to end 2018.”

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
Analog’s XR650L is an incredibly well-built, street-legal flat tracker. But it’s also a stunning tribute to one of motorcycling’s most beloved racers. We just wish the Kentucky Kid himself could put it through its paces.

Analog Motorcycles | Facebook | Instagram | Studio images by Daniel Peter | In-process image by Grant Schwingle

Nicky Hayden tribute: A Honda XR650L flat tracker by Analog Motorcycles
Analog Motorcycles would like to thank: Dunlop Tires, Magura, Motogadget, Cone Engineering, K&N Filters, Spectro Oils, Buchanan’s Spokes, WireCare, and our own parts Company Analog Motor Goods.

The two bikes will be raffled off to raise funds for the non-profit AMA Hall Of Fame Museum. US residents came purchase tickets here.

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BikeExif BMW motorcycles BMW R nineT Flat Track Racing Other Motorcycle Blogs Racing Motorcycles Trackers

Maxx Headroom: Gunn Design’s BMW flat tracker

BMW R nineT flat track motorcycle by Gunn Design
The world of custom motorcycles is full of beautiful machines, but many of them see little mileage. While that doesn’t stop us from admiring them, we’re suckers for bikes that are designed to be ridden in anger.

Right now, we’re hooked on this BMW R nineT flat track weapon, built by Dan Riley. Based in Burnsville, Minnesota, Dan’s a freelance graphic and product designer who operates as Gunn Design.

BMW R nineT flat track motorcycle by Gunn Design
The project kicked off in April last year, when Ola Stenegärd himself (then BMW Motorrad’s Head of Vehicle Design, now at Indian) reached out to Dan about customizing an R nineT Pure. Dan’s been riding since age four, so building a show pony was never an option.

Since then, this hooligan racer-slash-street tracker—dubbed ‘Maxx Headroom’—has gone through multiple rounds of changes, and spent as much time on display as it has on the race track.

BMW R nineT flat track motorcycle by Gunn Design
It’s been shown at Sturgis, Wheels & Waves California, The One Show, The Handbuilt Show and Glemseck 101, and raced at almost all of them.

Most of Dan’s changes have been focused on shedding weight, adding performance, and improving ergonomics: all critical elements of flat track racing. He’s done most of the work himself, all from an area in his design studio where he can “build bikes and get messy.”

BMW R nineT flat track motorcycle by Gunn Design
The R nineT’s stock bodywork has been replaced, and the new fuel tank is from a 1990 Honda CB400. It was a tricky job: Dan had to cut the bottom section off the OEM tank, and weld it to the Honda tank to get it to fit.

He also fitted a Vortex fuel cap, and modded the fuel pump slightly.

BMW R nineT flat track motorcycle by Gunn Design
Out back, there’s a carbon fiber flat track tail, modeled on a Ron Wood design, but altered to suit Dan’s taste.

It’s clear coated for a gloss finish and topped off with a custom leather seat pad from Saddlemen, complete with an embroidered Gunn logo. Dan tells us he didn’t need to tweak the subframe much, apart from some tab edits.

BMW R nineT flat track motorcycle by Gunn Design
Lower down, the R nineT now rolls on a set of typical 19” flat track wheels. Woody’s Wheel Works built the set for Dan, using custom orange anodized hubs laced to custom-drilled Sun rims, and shod with Dunlop rubber.

At first, Dan couldn’t get the rear wheel to fit the space available—but then he switched to a 3.5” wide rim, which flattened the tire out just enough to make it work.

BMW R nineT flat track motorcycle by Gunn Design
The front suspension is stock, but there’s a custom Race Tech G3-S shock doing duty at the rear. Dan’s upgraded the front brake rotor, and added Magura HC3 master cylinders for both the brake and clutch.

Rocket Exhaust helped Dan out on the custom pipework, which consists of twin stainless steel headers running up into MX-style, carbon-tipped mufflers. Dan also removed the airbox and installed a pair of K&N filters—and then realized the BMW didn’t run as great.

BMW R nineT flat track motorcycle by Gunn Design
So he installed a RapidBike Tuner, in a bid to squeeze more (and smoother) power from the boxer. “I haven’t had it on a dyno with the new setup,” he tells us, but seat-of-the-pants feel from the tune is noticeable.”

“I had to do something, given the totally changed-up intake and exhaust system. BMW people told me at Glemseck that the stock air box makes the most power…and that’s what Nate Kern was running when he beat me.”

BMW R nineT flat track motorcycle by Gunn Design
Dan’s new cockpit setup is all about maximum control. He’s fitted ProTaper handlebars on adjustable Rox risers, and removed all the switches he doesn’t need. He’s also deleted the stock bike’s ABS system, and uninstalled the heated grips.

The overall wiring changes are minimal though. The speedo’s still in play, and Dan’s fitted a small LED taillight at the back. He’s also got an LED headlight that he can plug in quickly if he wants to take to the streets.

BMW R nineT flat track motorcycle by Gunn Design
Maxx Headroom is a stellar case study for form following function. There’s nothing precious or fussy about it—it’s a raw machine, built to be thrashed.

Plus we’re pretty sure that if we give Dan enough time, he’ll find more ways to make his R nineT lighter, faster and better.

Gunn Design | Facebook | Instagram | With thanks to Marc Holstein for the static images

BMW R nineT flat track motorcycle by Gunn Design

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Commuter Bike Perfection: 2LOUD’s Jewel-like SYM Wolf

Commuter Bike Perfection: A custom SYM Wolf 125
Commuter motorcycles don’t usually excel in the styling department, but they don’t need to either. As long as they’re cheap, sip fuel, and are dainty enough to weave through traffic, you’re good.

On the bustling roads of Taiwan, the commuter bike is king. One of the world’s largest manufacturers of scooters and small-capacity motorcycles, SYM, is headquartered there. And it’s also the home of Max Ma—the sole operator of Taipei-based custom house, 2LOUD.

Commuter Bike Perfection: A custom SYM Wolf 125
In the short time that we’ve been following 2LOUD’s work, Max has consitently wowed us. This time, he’s created a stylish city runabout using the vanilla SYM Wolf 125. (It’s a smaller version of the Wolf 150 sold in the US for just under $3,000.)

And it does run about; the owner is an interior designer, who uses it to navigate Tapei’s crowded streets as she hops from project to project.

Commuter Bike Perfection: A custom SYM Wolf 125
That meant Max had to do more than just make the SYM look pretty—it needed a performance boost too. “I hoped to make it elegant, refined and bright,” he tells us, “and make it more versatile.”

Max started by swapping out the 2007-model Wolf’s 125 cc motor for a 190 cc unit, sourced from an obscure Chinese manufacturer. The swap was reportedly not too hard—all Max had to do was fabricate a new engine mounting bracket.

Commuter Bike Perfection: A custom SYM Wolf 125
“At first, I didn’t dare to use the Chinese-made engine,” he says. “But after a few friends used this engine, they gave it a good evaluation—and only then did I use it.”

A power boost alone wasn’t enough though. Max wanted to ensure the SYM stopped as well as it went, so he upgraded the front brake with a four-piston caliper from RPM, a 300 mm disc, and a Brembo master cylinder.

Commuter Bike Perfection: A custom SYM Wolf 125
The wheels were swapped out for laced units: 21” up front, and 18” out back. Max lowered the front forks a touch to tweak the stance, then replaced the rear shocks with a pair lifted from a Harley-Davidson Sportster 883.

Max tells us the 883’s OEM spring rate worked out perfectly for the lighter SYM. The shocks are now hooked up to a longer-than-stock aftermarket swing arm.

Commuter Bike Perfection: A custom SYM Wolf 125
Up top, Max shortened and looped the subframe and designed a new leather-covered seat to match, stitched with a classy vertical tuck-roll pattern. (Judging by the passenger pegs, it’s designed for two people…but only just.)

Lower down, Max cleared out the air box in favour of a pod filter, and rewired the SYM for a cleaner look. The steel side number boards are his handiwork, as is the leather and canvas bag mounted on the left. And the ignition’s been relocated to the right hand number board.

Commuter Bike Perfection: A custom SYM Wolf 125
At a glance, the SYM’s fuel tank looks like a restored trail bike item from the 70s, but it’s actually been custom-made for this bike.

Many other parts are one-offs too—from the wide, tracker-style bars, right through to the stainless steel exhaust header and can. Heck, even the fuel tap’s lever has been crafted by hand.

Commuter Bike Perfection: A custom SYM Wolf 125
Then there are the little bits in between: the exhaust hangar, the license plate bracket, and the nifty headlight mount that ‘hangs’ a 4½” light off the triples. Max has kept the cockpit as minimal as possible with Biltwell Inc. grips, a new throttle, and bare-bones switches.

Details like the 2LOUD badges on the seat and muffler give everything a factory fresh vibe.

Commuter Bike Perfection: A custom SYM Wolf 125
Thanks to Max’s keen eye and skillful hands, this petite commuter is hardly recognisable any more. And isn’t that color scheme just flawless?

Max picked a white finish for the frame and swing arm, and a metallic silver as the base for the bodywork. Then he complemented it with orange, and white and gold striping. Zoom in, and you’ll notice that the gold is actually gold leaf—a subtle, but effective, detail.

Commuter Bike Perfection: A custom SYM Wolf 125
To our eyes, this is the coolest commuter bike we’ve come across. And after all, who needs a 500-pound behemoth when you’re just nipping across town?

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Commuter Bike Perfection: A custom SYM Wolf 125

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BikeExif Biltwell Inc Flat Track Racing Harley bobber Harley Flathead Harley-Davidson Other Motorcycle Blogs Racing Motorcycles Trackers

WTF: Turning a tank-shift Harley WLA into a flat tracker

Bill Bryant's Harley WLA flat track racer
The great thing about flat track racing is that anyone can have a crack. You don’t need a rocket scientist crew chief, or clever throttle body setups to have fun: there’s a series for every man and every budget.

The bug has even bitten Bill Bryant, the man behind the Biltwell Inc aftermarket empire. And since Bill knows a thing or two about building V-twins, he’s selected a very unusual steed for his dirt track excursions: a venerable Harley-Davidson WLA.

Bill Bryant's Harley WLA flat track racer
Like most of Bill’s older bikes, the WLA has a low-key, off-kilter vibe that we’re finding irresistible. So we pinged him for a little information.

The engine is from a 1941 Harley WLA—the ‘A’ meaning ‘Army’. It’s a flathead that was produced in small numbers from 1940 onwards, and this one is a little rare—since it’s technically a pre-war bike.

Bill Bryant's Harley WLA flat track racer
It’s also most unusual for a flat track racer to have a tank shift and a foot-operated rocker clutch, so we give Bill ten out of ten for dedication to the Milwaukee cause.

“I found the engine as a ‘mostly there’ Craigslist basket case, about five miles from my house,” Bill says. “I have no way to date the frame, though. It was in pretty good shape but the neck casting had been pie-cut and raked at some point.”

Bill Bryant's Harley WLA flat track racer
Mike at 47Industries put it back to stock geometry, and added the ‘WR-style’ lightening holes and the upright braces between the seat and chainstays. “I have to say he did a fantastic job, and the bike tracks straight as an arrow.”

Bill has been modifying old V-twin engines for years, so you can bet this one is solid. “I’m not gonna give away any engine-build secrets,” he says, “but it’s built more for durability and reliability than outright performance. After a year or so of riding and racing it, I’ll consider hotter cams—but for now it’s good to go, as-is.”

Bill Bryant's Harley WLA flat track racer
In the end, it was Rico Fodrey of Hi-Bond Modified in Pomona who spun the spanners on the engine rebuild: Biltwell’s bonkers ‘Frijole’ Sportster race bike consumed most of Bill’s spare time over the winter.

“The WLA sat lonely in the shop, mocking my poor time management skills. I dropped it off at Rico’s shop and asked him if he could get it wrapped up in time for Born Free.”

Bill Bryant's Harley WLA flat track racer
W&W in Germany are one of the best-kept secrets in the classic Harley game, and they delivered big time for the WLA—supplying the wheels, the gas and oil tanks, and the rear fender.

“Wow,” Bill enthuses. “These parts are of the highest quality. They work perfectly and look great. There’s no way I was gonna pay a fortune for real WR tanks and then go beat them up racing!”

Bill Bryant's Harley WLA flat track racer
The foot controls came from Jeff Leighton of SLC in Utah. “They tuck up nice and tidy, and are way less vulnerable than stock controls. The bars were custom bent to my specs by Jason Ball at S&M in Santa Ana, CA.”

Bill’s flat tracker is no show pony, but the paint still looks sublime. The main color is VW’s iconic 1966 ‘Sea Blue,’ normally seen on Beetles.

Bill Bryant's Harley WLA flat track racer
It was shot by Pete at Hot Dog Kustoms in Temecula, and it’s offset by a big, bright white stripe and gold pinstriping and lettering “It looks even better than I imagined, and I’ll probably cry when I lay it down for the first time,” says Bill.

So far, Bill’s managed to keep his WLA upright. Rico finished the bike in time for the Born Free ‘Stampede’ race, and Bill survived the experience—tank shift and all.

Bill Bryant's Harley WLA flat track racer
“I sucked, but didn’t crash and wasn’t last place, so I was satisfied,” says Bill. “I’ve got plenty of miles on foot clutch bikes, but this was my first tank shift and I found it fairly easy.”

“I’ll get better with practice, and I’ve got a few mods to make now that I’ve ridden it a little.” Those include adding some sweep to the next set of handlebars, and replacing the K&N filter on the Mikuni carb with a more authentic old J-slot air cleaner.

Bill Bryant's Harley WLA flat track racer
“And maybe even a leather flap or something to keep the rear head from roasting my junk,” Bill adds wryly.

Biltwell Inc. | Facebook | Instagram

Bill Bryant's Harley WLA flat track racer

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Beech racer: A classic Aermacchi 350 with a touch of wood

Beech racer: A classic Aermacchi 350 with a touch of wood
Two weeks ago, we revealed George Woodman’s cute little Honda SS50. But George had a further ace up his sleeve: he was working on another, equally quirky project.

Et voilà, here it is: a stunning 1972 Aermacchi 350 TV SS, adorned with George’s signature wooden touches. (And if the Italian marque sounds familiar to our readers in the US, it’s because Harley had a half stake in the company in the 1960s.)

Beech racer: A classic Aermacchi 350 with a touch of wood
This custom belongs to the French cinematographer Axel Cosnefroy, who commissioned the build with zero creative direction.

Even the choice of donor was left up to George, whose real name is actually Sébastien Valliergues. That faith was not misplaced: the Biarritz-based woodcrafter only builds two or three bikes a year, as a sideline gig, but every single one is a smash hit. He even has a bike in the prestigious Haas Moto Museum.

Beech racer: A classic Aermacchi 350 with a touch of wood
Sébastien’s been drawn to the Aermacchi’s horizontally mounted motor for quite some time, so when he received the open brief, it was time to find one.

He eventually found a suitable donor on Leboncoin—a French buy-and-sell website. And by ‘suitable,’ we mean in dire need of saving.

Beech racer: A classic Aermacchi 350 with a touch of wood
“The bike was not in good condition when I bought it,” Sébastien tells us. “Some ‘restorations’ were necessary before anything else.”

That restoration included a full rewire, complete with a new stator and a small Ultrabatt battery. Sébastien also replaced the stock exhaust system with a new header and can.

Beech racer: A classic Aermacchi 350 with a touch of wood
The fork tubes were bent too, so Sébastien had to source a new pair from the US, via eBay. He used those to rebuild the stock front end, but replaced the rear shocks with a new pair from Betor. The OEM wheels and brakes also received a major refresh.

Most importantly, when it came to aesthetics, “the bike was tired.” Sébastien envisioned a slim and trim street legal flat tracker, and set to work.

Beech racer: A classic Aermacchi 350 with a touch of wood
The Aermacchi’s original fuel tank was beyond saving, so he hunted down an original unit in a more workable condition. Then he cut and welded it to slim it down, and built an electrics tray to hide underneath.

Moving to the back, Sébastien went to town on the subframe. It now features an extremely upswept loop, and a pair of extended rails with combination taillight-and-turn-signal LEDs embedded in them.

Beech racer: A classic Aermacchi 350 with a touch of wood
Then there’s the customary woodwork. Sébastien bookended the build with two beech pieces: a headlight nacelle up front, and a rear fender. As always, his wood touches are subtle, tasteful and extremely well designed.

That front plate is particularly sweet, especially with the delightfully retro Marchal rally light.

Beech racer: A classic Aermacchi 350 with a touch of wood
“I often use beech,” he says, “because it’s a hard wood and the color is light and uniform enough for the result I’m looking for. And for shaping, this wood reacts well to the carving and sanding process.”

“It’s also a good light base for lovely tints. On this one, I’ve simply made it weatherproof with a resin varnish that adds a very soft layer to the wood texture. It will be necessary to re-do it once a year to keep it in condition.”

Beech racer: A classic Aermacchi 350 with a touch of wood
Up top are custom-made rider and passenger seats, upholstered in leather and sitting on custom mounts. With the electrics relocated, and the airbox ditched in favor of a K&N filter, the area under the seat is sparse and tidy.

Beech racer: A classic Aermacchi 350 with a touch of wood
For smaller items, Sébastien turned to the Harley-Davidson aftermarket parts specialists W&W Cycles. The German company supplied the controls, switches and speedo, and also the handlebars—but they didn’t quite have the old-school sweep that Sébastien wanted. So he hacked them up and re-welded them.

For paint, Sébastien pinged the same specialist who shot his Honda: Jérome Lopez from Colorside64 in Anglet, Basque country. With basic but fresh hues on the frame and tank, Sébastien’s beech pieces really shine.

Beech racer: A classic Aermacchi 350 with a touch of wood
The Aermacchi is more than just some clever woodwork and a set of wheels, though. Séb reports that it’s “minimal, light, and so agile, with a great sound from the amazing 350 engine.”

Sounds like a total hoot—and the fact that it’ll attract admirers wherever it goes can’t hurt either.

George Woodman | Facebook | Instagram | Photos by Axel Cosnefroy

Beech racer: A classic Aermacchi 350 with a touch of wood

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The Indian FTR 1200 revealed: specs, cost and images

The 2019 Indian FTR 1200: specs, pricing and image gallery
Indian has finally revealed details of its production street tracker, the FTR 1200—the most hotly anticipated bike launch of recent months.

The good news is that the FTR 1200 sticks fairly close to the styling lineage of the all-conquering FTR750 flat track racer, and the FTR1200 Custom concept bike we reported on last November.

The 2019 Indian FTR 1200: specs, pricing and image gallery
There’s a new 1203 cc engine that pumps out 120 hp, an under-seat tank for mass centralization, and a trellis-style steel mainframe with an aluminum rear subframe.

The biggest visual difference is the exhaust system. Rather using high pipes with a hidden run down to a catalytic converter box, à la Triumph’s Street Scrambler, it’s a more conventional 2-1-2 setup with twin large mufflers. (High and low Akrapovič slip-ons will be available as aftermarket bolt-ons.)

The 2019 Indian FTR 1200: specs, pricing and image gallery
The seat is also bigger than the perch on the concept bike, with passenger pegs down below, and the back wheel has gone down a size from 19 to 18 inches.

But overall, we’d say that Indian’s design department has done a good job in navigating the ever-increasing maze of global regulations.

The 2019 Indian FTR 1200: specs, pricing and image gallery
But is it a game-changer? Let’s get down to the nitty-gritty to find out.

What are the models and prices?

There are two just models for now. The base FTR 1200 comes in basic black (above) and will retail at $12,999 in the US. That’s $1,700 more than the Forty-Eight and Roadster Harley Sportsters.

The up-specced FTR 1200 S comes in red and gray (below) or titanium and black paint, and will sell for $14,999. So it’s just $500 more than the Harley-Davidson Street Bob, the cheapest model in the Softail range.

The 2019 Indian FTR 1200: specs, pricing and image gallery
For European buyers, the prices will be EUR 14,690 and EUR 15,990.

There will also be a ‘race rep’ version of the S, with a red frame, which will sell for a few hundred dollars more (below). This is the hero bike that Indian is using for most of its PR shots.

The 2019 Indian FTR 1200: specs, pricing and image gallery
What are the engine specs?

Indian is pitching the bike as ‘a flat tracker for the street’ and power comes from a new liquid-cooled 1,203 cc
 (73 cu in) V-Twin engine. It’s a fractional, yet somehow symbolic, single cubic centimeter larger than Harley’s Sportster 1200 motor.

The motor is a DOHC with 4-valves per cylinder, and a 12.5:1 compression ratio. It’s an over-square design, with a bore and stroke of 102 mm x 73.6 mm.

The 2019 Indian FTR 1200: specs, pricing and image gallery
The power peak is 120 hp at 8250 rpm, and 85 ft-lbs (115 Nm) of torque is delivered at 6,000 rpm. According to Indian’s press pack, “A flat torque curve ensures a progressive, predictable power delivery with loads of low-end punch and flexibility.”

There are ‘high flow cylinder heads’ and dual Mikuni throttle bodies, plus a low-inertia crankshaft. Magnesium is used in the engine covers to reduce weight.

Power feeds through a six-speed box with a slipper clutch, and hits the back wheel via chain drive.

The 2019 Indian FTR 1200: specs, pricing and image gallery
What about the chassis and brakes?

Both models have 43mm USD cartridge forks and 320 mm dual disc Brembo Monobloc 4-piston front brakes. The gold forks on the 1200 S are adjustable for preload, compression and rebound. Rake and trail are 26.3° and 130 mm for both FTRs.

The swingarm takes after the one on the FTR750 race bike, and features a side-mounted monoshock. On the base FTR 1200 this has preload and rebound adjustments. On the S model, the monoshock also has a piggyback aluminum reservoir and is adjustable for compression too.

The 2019 Indian FTR 1200: specs, pricing and image gallery
Suspension travel is 150 mm, front and rear, and the lean angle is a respectable 43 degrees. Seat height is a somewhat lofty 840 mm.

The cast aluminum wheels are F19/R18, and shod with Dunlop’s new DT3-R radial tires, which mimic the tread pattern of flat track rubber.

The 2019 Indian FTR 1200: specs, pricing and image gallery
Are there any rider aids?

ABS is standard, and the FTR 1200 S electronics package also includes stability, traction, and ‘wheelie mitigation’ control with an inertial measurement unit.

The base model gets a circular 4-inch analog gauge with a USB fast charger. The S model gets a 4.3-inch ‘Ride Command’ LCD touchscreen display (below) and three ride modes; Sport, Standard and Rain. Throttle response and traction
control can be customized further to suit the 
rider’s preference.

Both models have built-in USB chargers.

The 2019 Indian FTR 1200: specs, pricing and image gallery
What are the dimensions?

Dry weight is listed as 221 kilos (487 pounds) for the base model, and a kilo more for the FTR 1200 S. That’s not super-light in the global scheme of things, but it’s light by the standards of American bikes. The new Indian is a little heavier than the BMW R nineT, which hits the same mark fully fueled.

Length is 2287 mm, a fraction longer than both the Sportster 1200 and BMW R nineT. The FTR’s tank holds 13 liters of 91-octane gas, which is around four liters less than a Sportster 1200 Custom and a full five liters less than the R nineT. This suggests that a. fuel storage was one of the biggest issues the FTR 1200 production team faced, and b. they weren’t willing to compromise the lines of the noticeably sleek looking tracker.

The 2019 Indian FTR 1200: specs, pricing and image gallery
What’s the competition?

There’s no real, direct competition for the FTR 1200 though: it’s the first mainstream production bike to tap into the vogue for flat track tracing.

Potential buyers of the FTR 1200 might also be looking at the R nineT though, and will note that the BMW gives away ten horsepower compared to the FTR 1200—and costs substantially more in the US, with an MSRP of $15,495 for the German bike.

The 2019 Indian FTR 1200: specs, pricing and image gallery
There’s nothing in the Harley-Davidson lineup to compete, although the impending Streetfighter may appeal to FTR 1200 buyers. And although Triumph is due to debut its Scrambler 1200 in three weeks, that model is likely to be more of a true dual-sport.

The 2019 Indian FTR 1200: specs, pricing and image gallery
When can I buy one?

The FTR 1200 will go on sale “in the first half of 2019.” Test rides for journalists will be in the first quarter of the year, so we expect the FTR will roll into showrooms some time between April and June 2019.

To dig deeper than the standard PR, we put some questions to Indian VP Grant Bester, and also to Ola Stenegärd (below), the former BMW designer who joined Indian as Director of Product Design six months ago.

Ola Stenegärd, Indian Motorcycle's Director of Product Design
How ‘ready’ was the production FTR 1200 when the prototype was revealed? How much impact did the public’s response have on whether the FTR was going to go into production?

Ola When the FTR1200 Custom was shown, the production bike was eating up miles on the test track. It was 95% finished, I would say.

Yet we are very ‘open’ in the last months before production. Feedback on both the visuals and riding experience was being updated very close to production. I would say this is quite normal anywhere in the motorcycle industry.

Of course, you don’t change the ‘big strokes’ a week before start of production. But fine-tuning is something that goes on almost until the bikes start rolling off the band.

[More on the next page.]

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French dressing: A chic Kawasaki W650 from Lyon

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
Kawasaki are making waves in the neo-retro scene with the well-reviewed Z900RS. But truth be told, we still really miss the simple, compact W-series.

Made right up until last year, the W800—and its predecessor, the W650—had a cheerful parallel twin motor with some of the best styling we’ve seen on a modern classic. And there are more than enough W-based customs on these pages to confirm how well they respond to modification.

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
This latest testament to the W’s charm comes out of Lyon, France. It’s a no-fuss 2002-model W650, and a collaboration between friends Nicolas and Sebastien, who run the custom workshop Egerie Motorcycle and apparel brand Age of Glory respectively.

They first met two years ago, at a flat track race, and quickly realized they had a lot to talk about.

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
“We shared a love of vintage machines, and a taste for simple and uncluttered aesthetics,” says Sebastien. “So the W650 project started naturally.”

“I had the motorcycle to work on, and a lot of ideas—but not all the required skills. I realized that Nicolas had those skills—and we shared a common love of good workmanship.”

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
Before long, the W650 was on Nicolas’ bench, along with a sketch and a mood board that Sebastien had put together.

Sebastien loves racing flat track, but this bike would be his daily runner, so it also had to be street legal. A final direction was quickly decided on: neo-classic street tracker, with vintage touches.

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
The guys were working to a budget too, which meant finding clever ways to execute ideas. Case in point: the front end. Sebastien wanted to upgrade the forks to a set of upside-downs, but needed a set that would require minimal fettling.

After doing the research, an Aprilia SXV 550 setup proved to be the best option. Nicolas adapted the Aprilia’s triples, forks and front brake, but eventually had to swap out the caliper for a unit that fit better. The forks were also refinished in gold to match the style of the bike (they were originally black).

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
A pair of chrome Hagon Nitro shocks was added out back. The rims are stock, but they were repainted, re-laced and wrapped in classic Firestone flat track rubber.

The W650’s 676 cc mill makes an adequate 50 hp out-the-box, so Sebastien decided to leave the engine internals alone. But Nicolas freed up a few extra ponies with a set of K&N filters and a Dynojet jet kit. Then he capped it off with a simple twin stainless steel exhaust system, equipped with homemade dB killers.

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
For the bodywork, Nicolas mounted a generic, Brit-style aftermarket fuel tank to custom brackets that he added to the frame. He then shortened the rear section, welded in a new hoop and did a little tweaking under the hood to accommodate the new seat.

The seat itself is delightfully old school: a two-piece affair, wrapped by a friend in the same camel-colored leather that Sebastien uses on his jackets. The pillion pad looks like it’s putting all its weight on the rear fender, but there is actually a hidden support structure.

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
There are custom fenders at both ends, with hand-made brackets to hold the front fender and an LED headlight. A set of teeny tiny Motogadget LED turn signals are mounted into the headlight supports, with a pair of LED units out back doubling up as taillights and turn signals.

Up top you’ll find a set of flat track bars, mounted up on custom-made risers, and capped off with leather grips to match the seat. The vintage-style controls are from Kustom Tech, and there’s a small Motogadget speedo mounted in a custom housing. Lower down are a set of serrated foot pegs.

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
Nicolas rewired the bike around a Motogadget m.unit controller, swapping the battery out for a lighter Lithium-ion number. Everything was stashed in the original electronics box under the seat—which helped keep the budget in check. (It had to be trimmed at the back to match the shortened tail section.)

To hide it away, Sebastien designed a pair of side covers, then had them laser cut from aluminum. Nicolas bent them to fit, added a mesh backing to the cutouts, and mounted them up. The ignition’s been moved to the side of the bike too.

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
Sebastien stuck to a classy color palette to finalize his W650. The tank and side panels were done in a metallic blue, adorned with gold Age of Glory logos. The frame, wheels, engine covers and a few select parts were then redone in a warm grey. And everything else was given a matte or satin finish, either through sandblasting or varnishing.

Sebastien’s W650 ticks all boxes: charming, simple, compact and fun. He’s already put it to work as an about-towner, but that might not last long: “I loved the experience of designing and imagining this bike.” he tells us.

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory
“I loved the whole process, so I will probably sell the bike to work on a new one with Nicolas. But for now I’m enjoying it!”

Age of Glory | Instagram | Egerie Motorcycle | Instagram | Photos Morgan Bove

Custom Kawasaki W650 by Egerie Motorcycle and Age of Glory