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The NeverEnding Story: This SR500 took 7 years to build

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
Building a decent custom motorcycle is a far more intensive process than some might realize. Joseph Savor found this out the hard way: it took him seven years to finish this little firecracker of a Yamaha SR500.

Joseph’s based in Sydney, Australia, and customizes bikes part time as Simple Sycles. This SR isn’t his only custom build, but it was the one he started with—and it’s been in a constant state of evolution since. “I’m equally happy and sad to say it’s version four,” he quips.

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
It all started when Joseph bought his first bike: a customized Yamaha SR400 from a well-known local shop. He soon developed an itch to build his own bike, figuring it’d be a walk in the park. So he sold the SR400, broke even, and started hunting for a replacement.

Soon after, Joseph spotted a 1978 SR500 at a wrecker about three hours drive away. It seemed like a good deal—until he got it home. He realized it needed a full motor rebuild.

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
Joseph doesn’t actually have his own workshop—instead, he hoofs it over to his parents’ house in Oatley, and takes over their back yard. “Mum and Dad have put up with a lot of mess and a lot less space in their yard for a long time,” he jokes. “No garage, just tarps to cover up once I’m done, and always praying for no rain so I can keep working.”

He’s also not too big to admit that he can’t do everything, so he’s gradually built up a network of skilled pros that can jump in when needed.

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
Between Carl Batey from Café Racer in Wattle Flat, and Greg from Greg Ball Engineering, the SR motor was rebuilt and bored out. Capacity was bumped to 535 cc, and the SR was treated to an upgraded cam, rockers and springs, and a 40 mm Dell’Orto carb.

Joseph rode the bike for a while, bolting on a few off-the-shelf bits as he went. But somewhere along the line, he decided to ditch the bolt-ons and go all in. And that meant radical changes to the suspension at both ends.

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
Greg was called in again, this time to graft on the mono-shock swing arm from a Yamaha RD250 LC, and rebuild the subframe to match. The swing arm was sourced from Ebay, and paired up with a Hagon rear shock.

For the front, Joseph sourced a complete Suzuki GSX-R front end from Cognito Moto, complete with triple clamps and an 18” laced front wheel. Along with a Cognito rear loop with an integrated LED taillight and turn signals, they were shipped straight to Greg to install.

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
The SR500 was slowly taking shape, but it was also standing parked for extended periods. “Not riding this bike truly became the norm to me,” says Joseph, “with the people around me constantly shaking their heads.”

The remaining mods gradually came together—like the custom seat, which Joseph was pedantic enough to send back to his upholsterer, Streamline Trimming, four times. “My mindset was that this was my bike,” he explains. “I was never going to sell it, so no point in being complacent.”

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
As the months passed by, the Yamaha was upgraded with a full rewire from DC Electrics. It now boasts a full complement of Motogadget bits, including an m.unit controller, keyless ignition, speedo and LED cockpit lights. The headlight is from JVB Moto, but it’s since been upgraded with more potent LED internals, and integrated turn signals.

The fuel tank is from a Honda CB250, and the fenders are modded SR numbers. Bolt-on bits that still remain include a Rizoma brake reservoir, a mix of POSH and Motogadget switches, a Joker Machine gas cap, vintage-style rubber foot pegs, and CNC levers.

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
Joseph thought he was all done about a year ago, at which stage the SR had been massaged into a cute café racer. But then he decided ‘scrambler‘ was much more his flavor, and a final round of mods ensued.

The bike was torn down, and built up again with a few new parts. Those included a set of scrambler bars borrowed from another bike, a new oil cooler from Omega Racer, and a Brembo front brake upgrade.

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
Joseph ditched the custom exhaust that he’d already installed. In its place is a custom titanium header from DNA Customs, hooked up to a titanium muffler from AM Performance. DNA also whipped up an air intake pipe to match.

Colourfuel gave the tank, fenders, frame and calipers all a fresh lick of paint. All while Joseph nipped and tucked a hundred small things in pursuit of perfection.

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
“I’d like to say this was always the plan and image I had in my head,” he sighs, “but this bike has morphed and changed as my style and skill set has evolved. Mistakes have led to lessons, which have created opportunities for me to create my ultimate bike.”

Joseph’s bought, customized and sold a bunch of bikes since staring on the SR535 (some of which funded this build). He’s finally calling it though—the SR535 is officially done, and up for sale.

A hot-rodded Yamaha SR500 scrambler by Simple Sycles
Somebody please buy it soon, before it gets dragged back into the yard for another round.

Simple Sycles Instagram | Images by Jim Robinson

A hot-rodded Yamaha SR500 scrambler by Simple Sycles

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Fine Tuning: The evolution of Auto Fabrica’s new SR500s

Two new Yamaha SR500 scrambler customs from Auto Fabrica
In the custom world, stagnation is terminal. Which is why top outfits like Auto Fabrica are constantly evolving. And their new Yamaha SR500 ‘Type 7’ builds testify to this.

There’s a clear progression from their first Type 7 to the exquisite Type 7X. Now they’ve taken another step forward, by taking a small step back.

Two new Yamaha SR500 scrambler customs from Auto Fabrica
The new Yamahas pictured here are the Type 7D (metallic black, above) and 7E (gloss white, below). Like the 7X, they’re both built on SR500s—but they’re devoid of the 7X’s complex bespoke tank, and its integrated exhaust heat shield.

Why the simpler design? “The Type 7X was a concept,” explain Auto Fabrica. “The idea of running the pipe high and integrating it into the bodywork was always appealing, and building around obstacles offers great opportunity to design and create something awesome.”

Two new Yamaha SR500 scrambler customs from Auto Fabrica
“The Type 7D and 7E are built as a more cost effective option to the Type 7X, taking the off-road adventure theme into adventure reality.”

Both these bikes started out as 1980-model SR500s. AF started by stripping them down, and rebuilding their motors with new bearings, high-compression pistons and gas flowed heads. Both are running Mikuni VM34 carbs with foam filters too.

Two new Yamaha SR500 scrambler customs from Auto Fabrica
The engines look brand new too. That’s because they’ve been aqua blasted, and the bare aluminum treated to protect it from the elements. AF also stripped out all the wiring, replacing it with fresh, modern components. (The ignitions are now hiding under the tanks.)

The frames were de-tabbed, and then cleaned up at the rear with a new loop to match the new seats. Like the 7X (but unlike earlier Type 7s), the rear light is a petite LED embedded in the frame.

Two new Yamaha SR500 scrambler customs from Auto Fabrica
Both bikes wear their stock tanks, but they’ve been liberated of their seams, and treated to custom filler caps. This sort of consideration for small aesthetic details is rampant throughout Auto Fabrica’s work.

It’s especially reflected in the seats: the 7D’s is wrapped in black suede, and the 7E’s in a dark navy, water resistant canvas. Both are capped off with metallic AF badges.

Two new Yamaha SR500 scrambler customs from Auto Fabrica
Then there’s that scrambler-ific exhaust design. “Like The 7X, the bikes have bespoke, hand-made sand-bent exhausts,” AF tell us, “running up high, so the bikes can wade through high rivers and greatly improve the ground clearance, making this a real go-anywhere machine, as well as a distinctive design feature.” Custom heat shields and black ceramic coating help to reduce heat.

Taking the off-road theme further, AF have wrapped the SR’s stock 19F/18R wheels in Mitas trials rubber. Look closely, and you’ll spot drum brakes up front—a particularly classic touch, thanks to the addition of Yamaha XT500 hubs.

Two new Yamaha SR500 scrambler customs from Auto Fabrica
The suspension’s had a bit of a boost too, with Hagon shocks out back and stiffer springs up front. Hand-made aluminum mudguards at both ends keep muck out of the rider’s face and away from the intake.

Up top, each SR500 is sporting a super-sano cockpit, with Renthal bars, leather grips and a min speedo on a custom bracket. All the switches sit on single, left-side switch clusters. AF have even added oil temp gauges for day-to-day practicality.

Two new Yamaha SR500 scrambler customs from Auto Fabrica
Sprinkled throughout the bikes you’ll find neat details like tiny barrel turn signals, upgraded rider and passenger pegs, and leather wraps on the kick-start levers.

The new SR500s are as classy as we’ve come to expect from the London shop—right down to the subtle black and white paint jobs. But they also look like they’d hold up pretty well to some off-road shenanigans.

Two new Yamaha SR500 scrambler customs from Auto Fabrica

And while the 7D and 7E might not be as elaborate as the 7X, they’re just as cool. Which leaves us with only one question.

Would you take the black one, or the white?

Auto Fabrica | Facebook | Instagram

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Ray of Sunshine: Daniel Peter’s Yamaha SR500 Scrambler

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
Scramblers are a hot topic. Build one, and you’re sure to be judged solely by how well equipped it is for hardcore off-piste use.

But that’s not all that scramblers are about. Daniel Peter compares his latest build to his childhood BMX—and it’s pretty much how we feel about modern-day scramblers too.

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
“When I was four years old, my BMX bike became my life,” he explains. “It was so simple, yet so fun. Just wheels, pedals and brakes. I’d ride it to the beach, jump a few curbs along the way, race my friends. Those were the good days.”

“30 years later, I set out to build a motorcycle based on the same principles. There’s nothing on this bike that doesn’t need to be there. It has wheels, a punchy engine and great brakes. I didn’t even put a speedo on it, because I never looked at the one on my last bike.”

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
Daniel works as a photographer in Chicago, but wrenches during the winter to keep his passion for riding alive. He keeps a workshop in Chicago’s Logan Square neighborhood, outfitted with a tool cabinet, a welder, and a 1940s South Bend lathe.

This 1978-model Yamaha SR500 is the fourth Yamaha 500 he’s built to date. “It’s the most simple, yet the most thorough, of the bunch,” he says.

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
“Having road raced an SR500 for a few seasons, I learned how to make these light and fast. This bike is very nimble, sounds amazing, and absolutely rips while still being a practical daily rider. It will get you to your favorite taco joint before you can say carnitas.”

Daniel puts the SR’s weight at 282 lbs wet—considerably less than the stocker’s claimed dry weight of 348 lbs. But it’s also packing a lot more punch than it did in ’78.

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
The motor’s been bumped to 540 cc, with a grocery list of go-fast bits that includes a lighter XT500 crank, a new piston from JE and a Megacycle cam for better torque down low.

R&D valve springs with titanium caps, a Powerdynamo ignition and a high-flow oil pump from Kedo round out the package.

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
Hoos Racing refreshed the crank and cut new valve seats for Daniel, but he tackled the rest of the rebuild himself. Every single bearing and seal was replaced along the way too. As for the carb, it’s been swapped out for a 39 mm Keihin FCR flatslide number, fed by a fat K&N filter.

The exhaust system is a combination of a custom made stainless steel header, and a Cone Engineering muffler.

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
The performance upgrades extend beyond just the power plant. The forks look stock at a glance, but they’re actually fully adjustable 41 mm units from a 95 Kawasaki ZX6R. They’ve been lowered slightly, and re-sprung to match the bike.

A set of 13.75” adjustable Gazi shocks keep the rear in check, attached to a beautiful aluminum swing arm from MotoLanna.

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
The SR rolls on 17” supermoto wheels, borrowed from a KTM (front) and a Honda CRF450 (rear). They’re wrapped in Pirelli MT60 Corsa tread; a 120 up front, and a chunky 160 on the 5” rear rim. (“It juuust fits,” says Daniel.)

The brakes have been upgraded with a mix of Brembo and Beringer parts, with an RCS 14 radial master cylinder up front.

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
On top is an aluminum Yamaha XT500 fuel tank, wrapped in a paint scheme “inspired by an unforgettable riding trip through Baja.” Just behind it is a new saddle from MotoLanna, with a new kicked-up subframe loop.

Moving to the cockpit, Daniel installed LSL bars, Driven SBK grips, and a ProTaper Profile Pro clutch lever (with an integrated decomp lever). The switches are basic: a kill switch from Ride Engineering, and a billet light switch.

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
There’s an LED headlight out front, and a custom LED taillight, made to Daniel’s design, out back. And true to his word, he hasn’t added a speedo—or turn signals.

What he has added, is a bunch of smaller upgrades that score high on aesthetics and practicality. The SR has fenders at both ends, along with a inner splash guard to keep rear wheel much at bay. Serrated pegs and a bash plate add to the SR500’s overall dirtworthiness.

Yamaha SR500 scrambler built by Chicago photographer Daniel Peter
There’s also a neat cutaway sprocket cover, and a Toxic Moto chain blocker to keep the chain from biting the tire. Every part’s been given equal consideration—from the neatly cut exhaust hanger, to the discreet electronics tray under the seat.

It’s just about spring in Chicago, so Daniel must be itching to rack up the miles on his SR500. And we’re betting it’s going to be impossible to get him off it.

Daniel Peter Photography | Instagram

Daniel would like to thank: my good friend Adam for the donor bike, Jason at Artistimo for nailing the paint job, and Kevin Silvers, Bibu and Tony at Analog for their help.

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Grey Power: Angry Lane’s Yamaha SR500 cafe racer

Grey Power: Angry Lane's Yamaha SR500 cafe racer
Hong Kong might be the eighth richest country in the world, but it’s most definitely not a mecca for custom bikes. This is the first build we’ve featured from the tiny city-state.

There are signs of change though, and one of the clearest signs is the rise of Angry Lane—a custom shop run by French brothers Guillaume and Ben Barras. In the 70s, their mother worked for the Paris fashion house Courrèges, and their father was a self-taught technician and mechanic. The perfect blend of skills for running a custom motorcycle business.

Grey Power: Angry Lane's Yamaha SR500 cafe racer
Angry Lane have built around 30 bikes so far, and this cool grey 1999 Yamaha SR500 suggests that those skills are being put to very good use indeed. “Our client wanted a 1960s race-style bike with a big tank and some muscle,” Guillaume tells us.

The standard SR500 is fairly perky around town, but it won’t tear your arms out of their sockets. So the brothers had the cylinder bored out by the German SR specialists Kedo, and installed a 90mm piston to boost capacity to 540cc.

Grey Power: Angry Lane's Yamaha SR500 cafe racer
Compression goes up from 9:1 to 10:1 and gases exit via a big bore header pipe leading to a classy Spark exhaust.

There’s also hotter cam, designed for mid-range power, plus Kibblewhite lightweight racing valve springs. A Mikuni TM40 carb and K&N filter complete the tuning package, and there’s a high-flow oil pump hooked up to racing lines to keep the engine cool in the humid subtropical climate. It’ll stay looking good too, thanks to a thin film ceramic coating in silver and black.

Grey Power: Angry Lane's Yamaha SR500 cafe racer
Angry Lane have wisely upgraded the suspension to handle the extra engine output, dropping a set of Wilbers springs into the fork tubes and installing a pair of modern YSS shocks out back. They’re hooked up to a race-spec swingarm.

There’s a Brembo caliper and disc acting on the front wheel, supplied by Motorquality in Italy and fitted using a special spacer and caliper bracket from MotoLanna. Guillaume and Ben’s attention to detail is superlative—even the titanium screws are safety-wired.

Grey Power: Angry Lane's Yamaha SR500 cafe racer
The wheels are an eBay find: they’re original SR500 American model wheels, made from 1978 to 1981. Angry Lane have given them a ceramic coating too, but this time in a tungsten shade. They’re shod with sticky Bridgestone Battlax BT45 sport touring tires—no Firestones here.

The striking bodywork is all-new, with a Norton-style tank and a very neat custom aluminum tail unit, inspired by the classic Ford GT40. The simple black upholstery was tackled by Ben himself and the paint is automotive 2K, applied to the frame as well.

Grey Power: Angry Lane's Yamaha SR500 cafe racer
The rider grips LSL clip-ons, and there’s a quick action throttle for extra snap on acceleration. Other goodies include a Grimeca master cylinder, a new LSL headlight, and a speedo and blinkers from Motogadget.

Grey Power: Angry Lane's Yamaha SR500 cafe racer
Compact and fast, this SR500 looks perfect for blasting around Hong Kong Island. Because once you escape the downtown traffic jams, there are miles of smooth highways, twisting and turning through dense forests.

On a bike like this, it’d be pretty hard to feel angry after that Sunday morning ride, wouldn’t it?

Angry Lane | Facebook | Instagram | Images by Jason Bonello at Velocity Images

Grey Power: Angry Lane's Yamaha SR500 cafe racer

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Sexy AF: Auto Fabrica’s SR500 is a design masterpiece

Auto Fabrica’s SR500 is a design masterpiece
The Yamaha SR series is the two-wheeled equivalent of modeling clay. For decades, bike builders have been pushing and pulling the SR in all directions—from race track to dirt track, and all points in between.

The Japanese are masters of this craft, with SR400s and SR500s helping companies like BratStyle build their reputation. But in the West, we’d argue that Auto Fabrica is at the top of the pile.

Auto Fabrica’s SR500 is a design masterpiece
“Our Type 7 builds have been one of our most popular bikes,” Gaz and Bujar tell us. “SRs are fun, light and beautifully simple machines to work with. As designers we thrive on that.”

Auto Fabrica’s mods are elegant and deceptively simple, but the Type 7 design has evolved with each build. “We are learning more and more about the SR500 and which areas can be improved. This ‘Type 7X’ had to be really special, so we focused on bringing something new to the table—with lots of sketches, mood boards and benchmarking.”

Auto Fabrica’s SR500 is a design masterpiece
This time round, the influence came from the scramblers of the 1960s—as seen through the lens of Auto Fabrica’s impressive design sensibilities. The custom bodywork is handmade from aluminum, and the level of craftsmanship is amazing: this bike is one of the few that could hold its own at a design exhibition as well as the dirt track.

The most remarkable element is the exhaust, which dominated the design planning. “We couldn’t have a conventional ‘swoop’ because we wanted the bike to be able to go off road. So the exhaust had to do an unusual upsweep, which we really loved.”

Auto Fabrica’s SR500 is a design masterpiece
It’s a practical solution that also lifts the bike’s visual mass up high, making the blend with the tank and seat absolutely critical. The pipework is mild steel and the custom megaphone is internally baffled—giving a good sound and strong low-end torque. “It’s nearly silent on idle, which is perfect. We finished it in a silver Cerakote [a thin film ceramic coating] for added heat protection.”

Next up was the tank. “The first concern we had was heating up the fuel,” the boys reveal. “So we split the tank into thirds: two thirds hold fuel, and one third is empty—for cooling.”

Auto Fabrica’s SR500 is a design masterpiece

The multiple curvatures on the tank allowed Auto Fabrica to flex their design skills, experimenting with floating surfaces, and inlets and outlets. A designer’s field day.

Concealed at the front of the tank is an aluminum scoop, finished in matt black and adjustable by 30 milimeters (just over an inch). This draws in air, and can be changed according to the time of year and climate. Part-way down the right-hand side is a similar inset surface channel, which allows air to exit after flowing around the fuel cell.

Auto Fabrica’s SR500 is a design masterpiece
“The major design statement is the exposed aluminum surface, which doubles up as a knee guard for the exhaust. We like to add complexity in order to achieve something simple in our designs.” The visual flow is unusual but immaculate.

The seat, by comparison, is conventional—and thickly padded. Not only for rider comfort, but also to balance the visual mass of the bike. It’s been finished in a tough reversed leather, with a discreet aluminum Auto Fabrica logo stitched into the rear of the top panel.

Auto Fabrica’s SR500 is a design masterpiece
The forks have been shaved and reworked, with uprated springs installed. and the stanchions have been re-chromed. There are custom stainless fork mounts to simplify the front end visually, with matching headlight brackets.

The shocks are all-black units from Hagon, slightly raised over stock, and in perfect alignment with the frame tubes.

Auto Fabrica’s SR500 is a design masterpiece
It goes without saying that the hygiene items have been taken care of. The frame has been reworked, with all unnecessary parts removed or relocated out of sight. A new wiring loom (with a re-wound generator) links the electrical components under the tank.

The engine’s been treated to a full strip and rebuild. The casings have been aqua-blasted, and inside are new bearings, valves, valve seats and springs. There’s a new piston to keep compression high, and a fresh clutch to provide years of maintenance-free riding. The carb is a new VM34 Mikuni: “Performance wise, the bike has a much more responsive engine,” we’re told.

Auto Fabrica’s SR500 is a design masterpiece
The smaller fabricated elements are low key: foot controls have been reworked with custom knurled aluminum pieces, and there are custom passenger pegs too.  The front and rear fenders are hand rolled aluminum—left raw to complement the rest of the aluminum work.

In the lightning department, there’s a tiny LED taillight and small LED indicators front and back. A Motogadget Tiny speedo sits above a modified front yoke and ahead of Renthal bars with custom leather grips.

Auto Fabrica’s SR500 is a design masterpiece
Everything on this SR is about balance, and that extends to the matching wheels—18 inches fore and aft, with stainless spokes and alloy rims, shod with chunky Maxxis rubber.

We’d take this over a dayglo plastic-clad modern enduro any day. If you feel the same way, drop Auto Fabrica a line via their website—this little masterpiece is soon going on sale.

Auto Fabrica | Facebook | Instagram
Auto Fabrica’s SR500 is a design masterpiece

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How to build a Yamaha SR500 street tracker, the Mule way

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.
We know Richard Pollock is a master of his craft—and we know he’s thorough. But we’re beginning to think he’s a little obsessive. This Yamaha SR500 went onto the Mule Motorcycles bench for some basic upgrades. But as Richard dug deeper, he found more and more issues. Things snowballed fast…

“The bike was an ex-road racer converted to a street tracker, that had a bad idle” he says. “It fitted a very common profile: a race bike that had been to hell and back (maybe even making repeated trips), and was severely worn from end to end.”

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.
Despite the state of the SR500, Richard really liked its basic theme—just not the execution. “All the right intentions … but the puzzle was just assembled all wrong,” he tells us.

“The bars were a weird bend, the wheels had skinny tires, the XR750-style seat was mounted too far back and felt like it was made of steel, the pipe hung too low, and the rear shocks were two inches too short, putting the rear end way too low. And then there was the wiring!”

“It had that ‘midnight repair by the side of the road in Baja’ look to it. NOT sano.”

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.
Richard decided to redo it, do it right. He stripped it down to the frame, repairing cracks, filling holes, and straightening or removing brackets until everything was perfect. Then he added a new rear loop and seat brackets.

Richard worked some magic further down too: “A few years ago I had a small batch of rectangular swingarms made for the Yamaha XS650 frame—which has the same mounting dimensions as the SR frame,” he tells us. “Fortunately I had one left.”

Mule’s set up the steering head to take the forks and triples from a 2006 Triumph Bonneville. That meant he could also install the Bonnie’s headlight brackets—pairing them with an LSL headlight for a ‘factory’ look. The forks themselves were sent off to Racetech for a rebuild and set of emulators.

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.
Custom lower shock mounts were fabricated, allowing him to keep the shorter, adjustable Koni shocks—but allowing the Yamaha to sit a bit higher than stock in the rear.

The frame was then detabbed and powder coated a dark metallic grey, while the swingarm and triple clamps were shot with bright silver and a clear coat. Richard also swapped the stock side stand and mount out for a Mule kit—complete with a lightweight chromoly stand.

For the wheels, Richard used an 1975 XS650 front hub, but needed to move the bearings outboard to work with the wider forks. So he turned down the sides to accept custom bearing carriers. The rear already had a XT500 cush-drive hub—but it was trashed. So on went a lighter TT500 hub in perfect condition.

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.
Both hubs were powder coated black, and laced up to matching black 18-inch Sun rims, with stainless steel spokes and nipples from Buchanan’s. “The 18-inch diameter theme was retained for a better road ride and tire selection than the normal 19-inch street tracker choice,” explains Richard, “but I widened the rims to 2.75 in front and 3.5 at the rear. This allows for a 120 front tire and a 140 rear.”

Braking upgrades include a custom front line from Crown Performance, hooked up to a Thruxton master cylinder and a 4-piston caliper from a R6, mounted on a custom bracket. The front disc is new too: it’s a floating Brembo unit from a Ducati, which turned out to be a perfect match for the XS650 hub’s bolt pattern.

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.
Moving to the cockpit, Richard fitted a set of Mule stainless steel flat track bars, and a set of XS650 risers. The throttle is a quarter-turn number, sourced from a Ducati Hypermotard, and the levers are both Thruxton parts. Switchgear from Baja Designs wraps things up.

As for the bodywork, the fuel tank is stock, but the seat unit is from First Klass Glass. (“The highest quality fiberglass parts I’ve ever seen, and infinitely lighter than the one it replaced,” says Richard). The tail was sent to Saddlemen to be finished off with a custom seat pad.

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.
David Tovar at Superbike Paint handled the color, but the guys opted for a slightly more maroon finish than traditional Yamaha red. “The TZ250 Yamaha stickers are the real thing though!”

As for the motor, Richard threw the book at it. “The cases and cylinder had been modified very poorly,” he says. “So I sourced a set of cases that looked as-new, surprising being that these motors are 38 years old.”

“A standard cylinder in perfect condition provided the basis for an increase from 500 to 540cc. The motor was ushered off to Mr. Ed Steffen in Hemet, California for a magic rebuild.”

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.
The motor already had a Carillo rod and a Megacycle cam installed, both of which were in good nick, so those stayed. A new, stock ignition system went in though, along with a new 36mm round-slide Mikuni carb.

“The trend these days seems to be to remove everything between the carb slide and the debris flying off the rear tire, for the open airy look,” says Richard. “However, this bike will actually be ridden and ridden hard. A new stock plastic inner fender and K&N air filter ensure the motor will sleep well at night, knowing it’s protected.”

With the motor sorted, all that was left was to rewire the bike—complete with OEM coloring on the wires. A new battery tray holds the basics, along with a lightweight Lithium-ion battery from Shorai.

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.
Notwithstanding the fact that it’s gorgeous, this is one of the most thoroughly reworked SR500s we’ve seen (if we listed every detail, it would fill a book).

Richard tells us it’s going to be hard to part with it—and we believe him. Who else wishes they were taking it home?

Mule Motorcycles | Richard Pollock Instagram

How to build a Yamaha SR500 street tracker, the Mule Motorcycles way.

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Hip To Be Square: A new angle on the Yamaha SR500

This Yamaha SR500 tracker by Pancake Customs of Holland is low key and beautifully detailed.
Critics are sure to dismiss this Yamaha SR500 for its lack of fenders, or its trials rubber. But to hell with them. For builder Boy Janssen it’s the perfect country road whip, and it’s crammed with lovely details.

Boy lives in the Dutch countryside, wrenching in his home workshop as Pancake Customs. You may remember his Yamaha XT600, built for faffing around in the dunes: Now he’s back with a squared-off 1978 SR500, in a cool modern tracker style.

This Yamaha SR500 tracker by Pancake Customs of Holland is low key and beautifully detailed.
“The bike had been sitting in my workshop for a few months before I started working on it,” Boy tells us. “I bought it as a forsaken shed build, so no harm was done cutting into an original classic.”

Boy had no clear direction in mind when he started rebuilding the SR500. He just knew that he wanted a clean and minimal tracker of sorts.

This Yamaha SR500 tracker by Pancake Customs of Holland is low key and beautifully detailed.
“But it had to stand out from the crowd,” he says, “mostly in the details.”

Inspiration hit when he found a fuel tank from a Yamaha FS1 moped. “I really wanted to emphasize the strong lines of the squarish tank,” he explains. “So I used the square theme all over the bike.”

This Yamaha SR500 tracker by Pancake Customs of Holland is low key and beautifully detailed.
Once he’d fettled the tank to fit, Boy moved onto the bike’s tail. To match the tank’s lines, he built up an angular rear loop with an integrated LED taillight. The upholstery—done in suede-style Alcantara—was handled by Amsterdam-based Silver Machine.

The frame was shaved of any superfluous tabs, and finished in a two-tone ‘Hammerite’ effect. To tweak the bike’s stance, Boy has rebuilt and lowered the front forks, and replaced the rear shocks.

This Yamaha SR500 tracker by Pancake Customs of Holland is low key and beautifully detailed.
A set of Yamaha XS400 wheels were sandblasted, clear-coated and treated to new bearings. Boy rebuilt the brakes too, and drilled out the rotors. The tires are Mitas E-05 ‘enduro trials’ rubber.

Under the hood, he’s given the engine a top-end rebuild, and upgraded it with a high-compression Wiseco piston. Other mods include a Mikuni TM40 flat slide carb, a new (and very discreet) wiring loom, and a finned magneto cover—to match the cooling fins on the cylinder.

This Yamaha SR500 tracker by Pancake Customs of Holland is low key and beautifully detailed.
Finishing kit includes tracker bars—devoid of any switches—and Biltwell Inc. grips. The tank is finished in traditional Yamaha graphics in grey, to match the rest of the build.

This Yamaha SR500 tracker by Pancake Customs of Holland is low key and beautifully detailed.
Sure, fenders would be nice, the headlight’s probably not legal, and we wouldn’t want to ride behind that exhaust (even though it aparently does have a baffle). But at least there’s a mirror dangling from the bars.

Then again, what more do you want when you’re winding it down a country lane?

Pancake Customs | Facebook | Instagram | Images courtesy of Classic Life Cycles

This Yamaha SR500 tracker by Pancake Customs of Holland is low key and beautifully detailed.

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BikeExif Custom Motorcycles Other Motorcycle Blogs Yamaha motorcycles Yamaha SR500

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

A Yamaha SR500 with a dirt track vibe from One Down Four Up.
We last heard from Wayne Corbett and Gabrielle Jones of One Down Four Up a year ago: They’d just returned from the The One Motorcycle Show with a trophy for their stunning Yamaha DT250. And what do you know, they’ve just gone and done it again.

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

A Yamaha SR500 with a dirt track vibe from One Down Four Up.
“Different metal finishes play a big part on this motorcycle” says Wayne. “There’s nickel electroplating, the matte aluminum of the engine, and brushed stainless for the handlebars. The wheels have chromate coating, the forks and clamps are polished, and we even have brushed fasteners.”

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

A Yamaha SR500 with a dirt track vibe from One Down Four Up.
The high luster, yellowish finish looks a million bucks, and provides a highly functional corrosion barrier that’s perfect for the bike’s purpose.

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

A Yamaha SR500 with a dirt track vibe from One Down Four Up.
The seat pan is a Biltwell Inc number that Wayne and Gabrielle have upholstered in cream leather to match the grips and the custom headlight cover—a neat touch we haven’t seen before. It’s hiding a vintage 4-inch headlight nestled between the stanchions.

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

A Yamaha SR500 with a dirt track vibe from One Down Four Up.
The front brake has been scrapped for a true dirt track racing configuration. But depending on the rear brake alone for stopping power necessitated another upgrade—so there’s now a Brembo caliper and Nissin master cylinder managing the task.

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

A Yamaha SR500 with a dirt track vibe from One Down Four Up.
The 65-degree stainless handlebars are custom made, and mounted to Can-Am TNT triple clamps.

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

A Yamaha SR500 with a dirt track vibe from One Down Four Up.
The SR500IX is one of those bikes you’d love the chance to throw a leg over. It makes you grin just looking at it.

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

One Down Four Up website | Facebook | Instagram

A Yamaha SR500 with a dirt track vibe from One Down Four Up.

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BikeExif Custom Motorcycles Federal Moto Other Motorcycle Blogs Yamaha motorcycles Yamaha SR500

Sunshine State Of Mind: An SR500 for the Streets of Miami

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
Federal Moto’s Shaun Brandt is one of the rising stars of the custom scene, and he’s wowed us with several of his builds already. But when he wanted a bike for himself, he turned elsewhere—to Mike Muller of Chicago’s Powder Monkees.

It’s an odd collaboration, but it’s worked out beautifully. Shaun’s now got himself a slim, maneuverable SR500 that works on both tight city streets and cruisy beach boulevards.

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
Shaun is originally from Canada, but he’s just moved to the sunnier climes of Miami, Florida. “Being able to ride all year round is a dream come true, after coming from a city with a three- or four-month safe riding reason,” he says.

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
The move prompted Shaun to get himself a new set of wheels. And there could be no other choice but the Yamaha SR500.

“It was my chariot back home—in stock form—and it’s also the perfect machine for the Florida sunshine.”

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
Shaun found a 1978 model, from the first year of production. SR500s are in demand so prices are fairly high, but mint condition bikes go for around $3,000.

Then he made a call to the Powder Monkees. “Mike and I had been kickin’ tires about a build for a while,” says Shaun. “He was the perfect fit: he’s fast and efficient, and he has a deep respect for the detailed work that goes into customizing motorcycles.”

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
Shaun and Mike decided to create a bike that’s fun to ride on short trips: “My office is close to home, and the beach is a ten-minute ride across the bay,” says Shaun.

For inspiration, they looked to Daniel Peter’s famous XR650. (And if you think the location for these images looks familiar too, that’s because Daniel ending up shooting this bike.)

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
So what are the mods? The biggest visual changes are the Yamaha TT500 fuel tank and the 1970s headlight, lifted from a Honda TL250.

The mono-shock rear suspension comes from a Triumph Street Triple, and right above it is a custom seat and the supporting framework.

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
Hidden away from sight is a shallow electronics tray—drilled for ventilation—holding a Motogadget m-Unit. The cabling is discreetly wired inside the bars using Motogadget’s m-Button system, and there’s a Bates taillight at the back.

The single-cylinder, air-cooled engine has been mostly left alone. But for extra oomph and smoother throttle response, Mike’s installed a Mikuni VM38MM carb—pre-jetted and supplied as a bolt-on fitment by Dime City Cycles.

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
He’s also fitted a K&N crankcase breather filter, and a discreet head-mounted Motolanna compression release.

The exhaust pipe hugs the engine tight: it’s a header from a TT500, mated to a simple 12-inch ‘Shorty Cone’ muffler exiting under the seat.

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
The tires are Metzeler Karoo 3s—a chunky dual-sport pattern that performs amazingly well on the street, without any of the squirming you’d associate with knobbies.

Shaun’s treated himself to a set of top-tier cockpit upgrades too. He’s chosen Renthal’s Ultra Low bars fitted with Oury grips, m-Blaze turn signals and simple retro-style switchgear from the Japanese maker Posh.

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
The paint is fresh and light—a minimalist interpretation of the classic speed block design. It’s by Nicolas Lama, a Bolivian-born artist and Powder Monkees collaborator.

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.
Shaun’s SR500 is now the perfect downtown daily rider and weekend beach cruiser.

He’s called it “Sunshine State of Mind”—a great name for a bike guaranteed to put a smile on your face.

Powder Monkees | Facebook | Instagram // Federal Moto | Facebook | Instagram

Images by Daniel Peter

Sunshine State Of Mind: a custom 1978 Yamaha SR500 by Powder Monkees and Federal Moto.

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BikeExif Custom Motorcycles Other Motorcycle Blogs Yamaha motorcycles Yamaha SR500

Single Shot: Kruz Company’s SR500 hits the bullseye

Single Shot: A custom Yamaha SR500 by Kruz Company of Belgium.
If there’s a bike deserving of ‘legend’ status, it’s the Yamaha SR series: the air-cooled single has been in production since 1978, with just a two-year hiatus. That’s 35 years on the market, and an incredible run for a motorcycle.

The SR400 has always been the volume seller, but we’d take the SR500 instead: it’s essentially the same bike, but with a different crank and a longer piston stroke.

Single Shot: A custom Yamaha SR500 by Kruz Company of Belgium.
It takes a lot to impress us with an SR these days, but we love this SR500 from Kruz Company, a small but perfectly formed workshop in Belgium run by friends Brice and Olivier.

Single Shot: A custom Yamaha SR500 by Kruz Company of Belgium.
Belgium is a somewhat quirky country, and there’s an appealingly offbeat nature to this build.

“The customer was really open minded,” the Kruz boys tell us. “He came to the workshop with pictures of Japanese SR builds, so we studied that sub-culture for two weeks before making the first sketches.”

Single Shot: A custom Yamaha SR500 by Kruz Company of Belgium.
There’s a hint of chopper influence in the frame. Cut right behind the fuel tank, it’s been completely rebuilt in ‘sneaky snake’ style with chromoly tubes. For extra reinforcement, there’s a pair of bracing plates beautifully drilled to mimic bubbles.

Single Shot: A custom Yamaha SR500 by Kruz Company of Belgium.
The fuel tank comes from a Yamaha RS 125, heavily modified to fit on the larger frame tubes of the SR500. Even more heavily modified is the rear fender, from an early Harley Sportster. A taillight and plate mount projects outwards: “Because we hate side mounts!”

Single Shot: A custom Yamaha SR500 by Kruz Company of Belgium.
There are plenty of quirks elsewhere. The tiny front fairing is fashioned from an old Honda CB750 tank, and the hand-made seat—neatly bedded into the curved subframe—is finished with ‘upside down’ leather.

Single Shot: A custom Yamaha SR500 by Kruz Company of Belgium.
The SR500 engine is strong, but occasionally prone to overheating if heavily tuned. So Kruz have limited the mods to a bigger Mikuni carb and a custom exhaust pipe terminated with a classic SuperTrapp Megaphone muffler.

A discreet oil cooler sits to the side of the engine, providing a little extra insurance and peace of mind. Look closely, and you’ll spot an oil temperature gauge just ahead of the tank.

Single Shot: A custom Yamaha SR500 by Kruz Company of Belgium.
The Kruz Company philosophy is to build “efficient and fun machines to ride.” Although Olivier learnt his trade on the European superbike race circuit, he values reliability as much as performance when building customs.

The goal is to build “bikes that start in a flash every morning, and transport the rider with a certain class,” he says.

“A subtle balance between the modern and the old…”

Kruz Company | Facebook | Instagram

Single Shot: A custom Yamaha SR500 by Kruz Company of Belgium.