cafe (racer) society (archive)

We are moving!

2007-11-23T13:22:00.000-08:00

Cafe Racer Society has been huge fun theses past few years - with over 240 hopefully informative (or at least interesting) posts. But with the impending sale of my vintage Cafe Racer after four years of fun I feel its time for something new...

The New Cafe Racer Society will focus more on the motorcycle in art, design, culture, film and the future,...and less an attempt to be all things cafe racer and the nuts and bolts of bikes.

I have transferd some of my favorite postings onto the new site and will for a while and at the end of November when I will keep this blog as an archive after that.

Till then...

Vintage 1987: Fast Art.

2007-11-02T21:36:00.001-07:00

I pulled this amazing advert for Fast Art from an art magazine way back in 1987. It shows a 87 Honda CBR 100F painted by then innovative graffiti artist Keith Haring (who went on to shake the modern art world..and then sadly die of A.I.D.S all to soon afterwards) Fast Art gallery commissioned several other Graffiti artists Crash, Stash, Futura 2000, L.A. II and Zephyr to all create stunning examples of fast art. The full gallery of the art bikes can be viewed at the Art Crimes/ Fast Art Website

Revealed: The new Moto Guzzi V Classic Cafe Racer.

2007-11-02T21:25:00.000-07:00

From motorcyclists-online.com.

"The Guzzi V7 is back. Moto-Guzzi follows the revival style and will show at the next EICMA of Milan a whole new V7... on the V7 Classic, Moto Guzzi is again offering a motorcycle with classic, timeless lines in homage to true Moto Guzzi V7 elegance and style.

Equipped with a classic 750 cc engine and with looks characterised by the flat contour of the tank and seat, the Moto Guzzi V7 Classic is an impressively enjoyable and versatile machine.
Simple and with timeless design, all features will be unveil November 6th."

The real ghost rider.

2007-10-31T08:17:00.000-07:00

Wiki:

"Ghost Rider" is the alias used by a Swedish motorcycle stunt rider in a series of independently produced DVD movies where the recurring theme involves Ghost Rider himself performing illegal maneuvers on his motorcycle on public roads across Sweden and other countries in Europe. The movies show Ghost Rider, mostly in the perspective of cameras mounted on his motorbike, racing at extreme speeds on busy roadways, provoking law enforcement officers into high-speed chases, and performing various dangerous stunts in mostly uncontrolled environments.

Ghost Rider's primary motorbike of choice for the movies is the Suzuki GSX-R1000. He has used a variety of different year models with differing modifications to each, including a fully carbon fiber GSX-R1000 K4 in Ghost Rider Goes Crazy in Europe and a 280+ bhp turbocharged GSX-R1000 K5 in Ghost Rider Goes Undercover. Although Ghost Rider's primary vehicle is a motorcycle, he uses a wide variety of other vehicles in the movies including different types of cars, bicycles, minibikes, and even a snowmobile on public streets. Each movie has a scene where Ghost Rider rides a highly tuned, turbocharged Suzuki Hayabusa. The Hayabusa in Ghost Rider: The Final Ride was tuned to 417 bhp, and the one used for the later movies was at 499 bhp.

Swedish rock band Europe used various clips from the Ghost Rider movies in their music video for the song Got to Have Faith from their 2004 album Start from the Dark.

In Ghost Rider: The Final Ride, Ghost Rider does a timed run in Sweden from Stockholm to Uppsala (dubbed Uppsala Run, a distance of 68 km or 42.6 miles) in 14m 55s with an average speed of 273.1 km/h (170.1 mph) in heavy traffic. He breaks his own record in Uppsala Run 2 (Ghost Rider Goes Crazy in Europe) with a faster bike by a mere two seconds (14m 53s) with even heavier traffic present.

In Ghost Rider Goes Crazy in Europe, Ghost Rider does a timed run in Paris, France on the Paris Peripherique (French term for ring road/beltway) and completes the circuit with an elapsed time of 9m 57s. This was done as a tribute to a French street racer going by the alias "Le Prince Noir" (Black Prince) who completed the circuit on his motorcycle in 11m 04s in the year 1989. The times are incomparable however due to Black Prince's being obtained in heavy traffic with daylight and Ghost Rider's being obtained with very little traffic at night.
Also in Ghost Rider Goes Crazy in Europe, Ghost Rider does a timed run in the Netherlands from Rotterdam to Amsterdam (a distance of approximately 70 kilometers) in 20m 32s.

..and here's my favorite bit from the wiki:

"Ghost Rider has built up a myth that seems destined to endure: There are many in the motorcycle community that believe the real Ghost Rider died in an accident in 2005, whilst some of Stockholm's youth claim with conviction that he really is a ghost and can ride through walls to evade police."

Probally the best Birmingham-based vampire motorcycle movie ever made.

2007-10-31T08:06:00.000-07:00

Review From Eat my brains.com

"At first glance it seems like the most unlikeliest of combinations: the guy who does the voice of Bob the Builder and the guy who plays C-3PO appearing in the same movie? A horror movie? A British horror movie about a vampire motorcycle set in Birmingham? Well, truth is often stranger than fiction and this movie is living proof of that, or rather proof of what happens when a production company behind a hit show lie to the TV studio backers about doing re-shoots, borrow the show’s sets, props and even actors, and make a low-budget horror comedy of their very own. About a vampire motorcycle. In Birmingham.

The film itself opens with a good old fashioned bit of biker turf war action. A devil worshipping biker gang has moved in to the territory of a rival gang called the ‘Road Toads’ to do a spot of demon summoning, so the Road Toads break out the weapons and carnage ensues. The Road Toads win, slaughtering all the devil worshipping bikers easy, but little do they know they were too late to stop the summoning and the demon is now here finding refuge in a damaged Norton Commando motorcycle.

So when Nick Oddy (or ‘Noddy’ to his friends, Neil Morrissey to you and I) heads off to buy a second hand, slightly damaged Norton motorcycle, you know exactly what to expect. At the beginning things are quiet, with only the brutal decapitation of Noddy’s mate Buzzer giving any hint that something is amiss (that’ll teach him for stealing the bike’s petrol cap). Then there’s the bike’s handling going bananas when Noddy happens to ride past the Road Toads, but he puts that down to dodgy steering, which is sensible really as that’s a little more probable than your bike being a vampire. The straw that finally breaks the camel’s back, though – when the bike reveals it’s true nature – is when Noddy and his girlfriend order a Chinese takeaway from the guy who plays Kato in the Pink Panther movies. That’ll teach them to order garlic prawns.

So with the bike now unveiled it appears that no one in Birmingham is safe. In a few sequences clearly inspired by a handful of contemporary American horrors (An American Werewolf in London immediately springs to mind) the bike goes on the rampage, killing other bikers, traffic wardens, coppers and old people indiscriminately. Noddy soon puts two and two together and he decides to head to the only place he can think of for help: the local church!

Watching I Bought a Vampire Motorcycle again after all these years feels almost like you’re unearthing a lost classic. The crack I made earlier about this movie’s Boon connection (a popular late 80s TV show starring Michael Elphick) sounds like a joke but as you watch the disc’s excellent retrospective documentary you soon realise that it’s absolutely all true. It’s a classic tale of low-budget filmmaking and one that warms any respectable film fans heart. Practically all the principal cast had appeared in Boon at some time or other (except Anthony Daniels), Noddy’s house is Boon’s house and the crew are all the same too. Sure, this gives I Bought a Vampire Motorcycle that cheapo TV movie feel, but this flick’s never going to be winning any awards for direction or cinematography, so who cares? When you’re out to make a tongue-in-cheek horror comedy with sod all budget, you take all the help you can get.

And anyone involved in this project should be proud. The script is knowing and self deprecating, plus it doesn’t mind making Morrissey, the movie’s hero, out to be a lazy male-chauvinist pig. The British predilection with toilet humour is here in full force (the ‘talking turd’ sequence being a particularly disgusting highlight, especially when in jumps into Noddy’s mouth) as is our obsession with having nice cups of tea to solve everything. The music is also suitably ridiculous, ranging an incidental score that sounds like it was lifted from a Carry On movie (yes, they borrowed the composer from Boon, would you believe) to pumping rock tracks, one of which is called “She Runs On Blood... She Don't Run On Gasoline” (which is included in it’s separate entirety as a special feature on the DVD). But the biggest gem in this pot of treasure is seeing Anthony Daniels – Mr C-3PO himself – as a camp gung-ho biker exorcist, complete with razor-sharp throwing-crosses. “Let’s go kick some bottom!”

So, don’t take it seriously and don’t expect anything ground-breaking or Oscar worthy and you won’t be disappointed. Do expect to see biker rock carnage, garlic bandoliers, multiple decapitations, fingers severed, vampire bike POV shots (through the cracked headlight, obviously) and Neil Morrissey with a fake turd hanging out of his mouth. This is one of those good bad classics that I’m sure a lot of people have forgotten about, so thank goodness M.I.A. have finally given this baby the golden DVD treatment it deserves as this is clearly the best Birmingham-based vampire motorcycle movie ever made."

Raptors and Rockets review of the CCM Cafe Racer.

2007-10-24T22:46:00.000-07:00

From Raptors and Rockets:

Words: Tor Sagen/Photo: Gary Freeman/Redeye & Tor Sagen

"Since rising from the collapse in 2004 CCM have recently launched an all new retro collection of offroad and road motorcycles. The British maker of offroad and competition motorcycles has only recently turned to the retro market. And it’s a wise choice since CCM’s heydays was in the 70’s and 80’s. We rode the new Street Scrambler and Flat Tracker on English roads and on the Speedway track.

On my way to pick up the SR40 Street Scrambler it was my first time visiting the Bolton based CCM factory. CCM is hidden away inside an industrial area typical for the North-West of England, the industrial revolutions cradle. I am greeted by Gary Harthern (49), the Managing Director and saviour of the modern CCM. Further inside the new CCM premises off Vale Street in Bolton I find Austin Clews (42) on his knees working on next years FT35 Flat Tracker race bike. Austin is officially the Sales Manager, but everyone is very hands on in this family run business. Russel Clews (30) is the youngest of the two Clews brothers and the Purchasing Manager. These three make out the CCM management.

Austin runs through the controls and idiosyncrasies of the SR40. Idiosyncrasies because the SR40 Street Scrambler is the only existing prototype! So the seat is not final, the exhaust is too close to the rear tyre etc. I am being told that I am now an official test mule and if any problems just call. Worrying, but after writing down all the mobile phone numbers I feel safe that I would at least be picked up by a CCM van if something should go wrong.

The SR40 is a tiny and very short motorcycle. With a punchy little 398cc single cylinder engine taken from the Suzuki DRZ400 SR40 becomes somewhat wheelie prone. But with 42bhp and wide retro offroad handlebars it’s all very controllable. The SR40 is a Scrambler modelled on popular Triumph’s and BSA’s from the 60’s and 70’s. The handcrafted untreated alloy fuel tank makes a clear statement of minimalism and true retro looks. The aluminium mudguards and headlight with stainless steel guards are also retro and for someone that is used to riding a lot of modern bikes this is a real treat to the eyes. Despite the retro looks and image this Scrambler can and will handle most terrain.

The dry weight merely tips the scales at just over 120kg and riding it away from the Bolton factory I feel like a giant on the small bike. The ergonomics on this one and only existing prototype is nothing short of torture. I was shown the new seat at the factory that will replace this thin piece of leather that is fitted to this bike. When seated I could feel the sub frame trying to crush my bum-cheeks, but as mentioned this will be changed before production starts. The SR40 like any other new CCM will only be produced as Limited Editions-All handmade and assembled in Bolton.

The Paioli front fork has got modern internals, but is modelled on exactly how a classic offroad bike would have looked like. The suspension at the back is just as retro with double shocks from Brit firm Hagon. The suspension feels quite soft, but never bottomed out. The wheels are 18inch at the back and 21 inch at the front with offroad spec tyres fitted. These give the bike a tall and swampy feel on the road. They are slippery on the edges in the bends, but will easily do a wheelie on the wet when the bike and road is straight. Top speed on the motorway is around 90mph which is plenty enough on this short and small Scrambler.

On difficult offroad terrain is where this little gem could give a few grown up offroaders a surprise. It could be described as a mixture between a trails and offroad bike. Because it is so small and light it is nimble as very few bikes. At the same time it has got that low Scrambler seat height that will allow even docile offroad riders to perform daredevil manoeuvres on the dirt! The SR40 is a very forgiving offroad bike and I can’t see anyone ever getting into trouble on one! It’s like a small and stubborn mountain goat that will climb and climb when others have given up. So yes, a mixture between a trials bike, offroad and Scrambler is what the SR40 is. CCM have fitted Brembo brakes both at the front and back and not much is needed to stop this lightweight.

At the end of the test we headed out to Scunthorpe speedway circuit in the North-East of England. It was a bloody cold, wet and misty day-but I haven’t had this much fun in ages. On any Sunday is a brilliant film, and racing on the Flat Track ovals is all it’s about. This was my chance to play Mert Lewwill anno 1970 and I grabbed it with both hands! After doing loads of static shots around the track and action shots on the road I could wait no longer. I had Scunthorpe to myself and three bikes to choose from. The SR 40 Street Scrambler, the FT35RS and the FT35 race bike that won the British championship in 2006.

Since I had spent more time on the SR40 than the other two bikes at this point I headed out on the wet dirt track with the Scrambler first. First I just felt my way round to find out where the major puddles of standing water was and then I tried to start sliding like a pro. And I tell you it’s not easy and particularly not when it’s wet! The slide quickly becomes uncontrollable and who am I to demolish CCM’s one and only SR40 prototype? So I decided to go fast instead to let the sliding happen naturally. I forgot to ask the CCM guys which direction you are supposed to ride around Scunthorpe and went anti-clockwise. Not that it mattered as I was the only guy circulating. Pete Boast was present at our event to get some real sliding done for the camera and it didn’t take long before I had to call him in to get the job done.

But first I swapped the SR40 with the FT35 Flat Tracker race bike. A tuned single cylinder beast with a growl that shouts Torque! With 46.2Nm of torque on the rear wheel (!) available at just over 6.000rpm it tells a story. The race bike is a 500cc conversion though with Remus race exhaust and the max horsepower figure is 46bhp @ 7.500rpm measured on the rear wheel. Before I had had the chance to do one lap I was covered in mud! As you might know a Flat Track race bike comes without a front mudguard, but one usually put a mudguard on when it’s wet! We had still planned to shoot the FT35 roadbike and the CR40 Café Racer on the road so I thought it would be best to wait until last with the race bike when it was ok to get all muddy. But too late for my white Scott jacket. There’s no front brake which takes time to remember and you do need to brake even on an oval sometimes. The Brembo rear brake will have to do the job.

Later Flat Track racer Pete Boast went out on the FT35 race bike to show us how it was done. Even he found it difficult with the sliding on the wet Scunthorpe surface, but we got a couple of shots before he got a puncture on the rear tyre. We rode with Speedway tyres by the way to get some grip on the wet. Just a couple of weeks later Boastie won a race on Scunthorpe so the man knows his way around a dirt track. But with a punctured rear tyre and the light going fast we had to call it a day. No more Flat track racing for me that day.

CCM have been best known for making Supermoto bikes in the last few years. You might be mistaken to think that the FT35 road bike is a supermoto. It isn’t really, but you can treat it like one when riding. The main difference from a supermoto is that the FT35 is derived from Flat Track racing which means it has a much lower seat height for better control with those slides when leant all the way over. This FT35 has got road tyres and superb suspension from WP.

The first thing you notice about the FT35 is the tiny instruments from Accumen. It lights up like a Christmas tree. Then when pushing the electric starter button the bike is unbelievably loud! There is a reason for that and that is the cone shaped stubby exhaust from Remus. This is not standard off course as it’s highly not road legal. A single cylinder engine releases a lot of noise given the chance to breathe freely, even a small 398cc engine like in the FT35. As soon as the engine has warmed up and you can push the manual choke back in place it’s a little more civilised-But only until you touch the throttle.

This was fun for a while, but the loud noise is such a hard noise rather than a smoother sounding V-twin bike with open pipes. You really should ask your neighbours about permission before installing that Remus exhaust…

Out on the motorway this 400cc bike accelerates all the way to an indicated 120mph! That’s pretty unbelievable for any single cylinder bike to be honest. But then again the Accumen speedo might not be completely honest. This very bike that I was riding belonged to a certain Mrs Foggarty and might have more goodies mounted than I was aware of. The windblast is relentless and the sooner I could turn off the motorway the better it was.

In town I absolutely loved this bike. It doesn’t wheelie unless you want it to, but I certainly wanted it to and it did. In town I think it’s ok to be loud, agreed some poor little old lady might get her hearing aids blown up, but at least pedestrians and everything else can hear you coming. We were so close to getting into so much trouble several times during the weekend on the CCM FT35 that it was a slight relief to return it. I was chased away by this lady that claimed her horses that were in a stable several miles away, found the charming little bike disturbing.

So I returned the anti-social little beast back to CCM quite content. A weekend was enough, but there could still have been more fun to be had. Fun is all this bike is about and it is a great little short distance commuter.

I was now due to ride the CR40 Café Racer. But there was a problem when I arrived, there was no sidestand on the bike and the new one was not ready yet. We could have disengaged the sidestand switch and gone for a spin, but then CCM remembered that they had removed a footpeg as well to use on another bike that had gone out to the press in a hurry. So I had to settle with sitting on the CR40 S with the 80’s TT inspired fairing. The bike is very different from the SR40 Street Scrambler that it shares both chassis and other parts with. The clip-on handlebars are retro racing and the tyres are road orientated Dunlop’s rather than the knobby ones on the Scrambler. Great if you fancy the look, but me I’m a Scrambler man.

Conclusion

Of all the CCM’s that I rode the SR40 Street Scrambler is my favourite both when it comes to looks and offroad ability. There’s just nothing like it out there. The FT35 roadbike with loud pipes made the most spectacular impression and it handles better than all the other CCM’s-Perfect if you ride a lot in town or if you are not tall enough for a supermoto. But that Remus stubby silencer is bloody loud! Riding the bikes on the Flat Track was the highlight of the test and this experience is highly recommended. CCM organises Flat Track experience days and you should try it if you have got the chance. The combination of reliable Suzuki engines, quality suspension and brakes and hand built CCM chassis and fuel tanks should be irresistible if you like how the bikes look like. If not you could always buy a puke yellow DRZ400…

CCM brief history

CCM was founded in 1971 by Alan Clews-Then called Clews Stroka that soon became Clews Competition Machines, now known as CCM. During the 70’s CCM had great success in Motocross with John Banks and Bob Wright. In 1976 Eddie Kidd jumped 13 double decker buses on a 2 valve 500cc CCM. More than 54 machines were then sold to the Sultan of Oman for his display team. In the early 80’s CCM Armstrong won the British trials championship two years running with Steve Saunders. In 1981 CCM Armstrong won the 250 TT with Steve Tonkin. Niall McKenzie dominated the British 250cc Road racing championship with the world’s firs all carbon fibre frames. CCM produced over 4000 motorcycles for the North-American market under the Can Am brand. During the same period CCM produced more than 3000 MT500 army motorcycles to the British, Canadian and Jordanian armies. Harley-Davidson bought the rights to produce the MT500 in the US. In the late 90’s and until the bankruptcy CCM were active in four stroke racing with rally success in Dakar, but mainly on the supermoto track. In 2004 CCM was at the brink of extinction. Gary Harthern, a local business owner from Preston came up with the cash needed to restart production. Together with the two Clews brothers Austin and Russel he now runs the small British company from the North-West of England. Since then we have seen the launch of new bikes each year at the International motorcycle & Scooter show in Birmingham. This will continue and CCM are now developing a brand new 450cc motocross bike. Motocross is where it all started in the 70’s and be sure that CCM will soon be back on the MX scene."

At long last: a proper Harley Davidson Cafe Racer.

2007-10-24T22:24:00.000-07:00

From The Kneeslider:

"..Hogbitz, in Chigwell Essex, England are now building Sportster based café racers.
The man behind the builds, Brian Udall, takes low mileage Sportsters and rebuilds them to resemble classic Tritons. The stock frame and forks are retained, to keep the cost down, the main changes are to the bodywork. The tank is swapped for a distinctive, hand beaten alloy unit and a new rear fender is fitted. The stock front fender is kept but cut down. The standard fork legs are also retained but polished, as are the calipers. The legs are then raised in the trees to steepen the head angle and quicken the steering.
Engine modifications are dependent on the customer with this example running an 883R motor that has been converted to 12000R and fitted with ported and polished Buell Lightning heads, a forced induction air cleaner and 2-into-1 SuperTrapp pipes.
The bike is finished off with Hogbitz clip-ons and a set of LSL rearsets to push the rider into a racing tuck aboard the custom seat. Hogbitz has plans to introduce its own line of rearsets in the future. There is also the option of an alloy seat unit which replaces the rear fender. The stock hubs are rebuilt into 18 inch alloy rims for the period correct look.
On the road the bike feels quite small and narrow and puts the rider into a stretched out, forward leaning riding position that is hard on the wrists until up to speed when the wind blast relieves some of the pressure.
The motor revs surprisingly freely and accelerated well from standstill and plenty of torque means the bike easily powers through bends in higher gears. It idles smoothly at low speeds in town without needing much in the way of clutch feathering.
Braking is fine with a two-fingered squeeze though lacking bite, which is typical of stock Harley brakes.
The relatively stock suspension soaked up bumps easily but was still firm enough to feels stable and planted through sweeping bends taken between 50 and 70 mph, a benefit of the forks being rebuilt with progressive springs and other internal changes. The change to the head angle made it surprisingly quick turning and flicking the bike from left to right was easy with a quick push on the clip-ons.
With a starting price of £7,500 the Hogbitz café racer is an affordable option for those who want the look of a classic bike but not the hassle of keeping an old Brit bike on the road."

A new XS650 coming soon? The Yamaha XS-V1 Sakura prototype.

2007-10-17T06:53:00.000-07:00

From motorcyclists-online.com:

"It will be officially presented at the Tokyo motorcycle show (from Oct. 27 to Nov. 11). In the "revival" style, Yamaha shows us a cafe racer pôwered by a good looking V-Twin engine, this is a prototype (not a concept) so it can be released soon...

In the image of Yamaha’s first 4-stroke model, the XS-1 (650cc), released in 1970. Its design is full of XS-1 DNA, in its simplicity and functional beauty and finds new refinement in a retro-modern aesthetic. It is a model that proposes a very Yamaha and very Japanese vision of premium motorcycling life, bringing together the unique characteristics of a 1,000cc air-cooled, V-twin model with its strong pulse feeling and easy-going running performance in a finely crafted body that is lightweight and slim and defined by a low seat height."

Cafe Racers of the week: Wild 7.

2007-10-15T19:53:00.001-07:00

Antihero Hiba on his 750 Honda

From Atomic avenue:

"Even readers not familiar with manga or anime will immediately notice the retro artwork in Mikiya Mochizuki’s Wild 7—and for good reason. This multi-volume series of collected reprints has material dating back to 1969 (although there’s no word of it on the front or back covers). Instead, it is presented as a modern graphic novel; only a peek at the copyright date reveals its origins, at least in the first book. Released during the biker craze of the late 60s—most likely after the chopper classic “Easy Rider” had hit theaters—Wild 7 is a fast-paced adventure which has the Japanese government hiring a gang of hoodlums, led by Hiba, to defend themselves from any threats to their power. The dated storytelling will remind many anime fans of Speed Racer and other vintage Japanese cartoons."

Bikes are the co-stars in Wild 7

..and from Beyond Japanhero:

"Ever since making its debut in monthly manga magazine “Shonen King” in 1969, Mochizuki Mikiya’s “Wild 7” has wowed its readers with its “Super Action Violence” and gritty cop drama. This violent action manga in which 7 ex-cons were selected to form an elite motorcycle police force. The series was unique (besides for the violence) in which each of the 7 members had a different motorcycle, each specially fitted. Team leader Hiba rides a Honda CB 750, "Hippy" Tom rides a multi-wheeled Harley FL, Oyabun rides a Suzuki Hustler 250, Chasu rides a Suzuki GT 380, Sekai Rides a Harley, Otto rides a Norton Cafe Racer and Ryogoku rides a Kawasaki 500 SS Mach3 equipped with a rocket launcher sidecar.

For 30 years readers have read the exploits of these unconventional motorcycle vigilantes. The stories of the “Wild 7” have been collected into 48 “tankobon” special volumes and has spawned three sequels. It has also been adapted into both a short lived live-action series and two animated series.

Many have likened the story to Robert Aldrich’s “The Dirty Dozen” (MGM, 1967) and its themes have also been incorporated into many other subsequent shows such as “Sukeban Deka” (Toei, 1985).

Predating the American show “A-Team” (NBC/ Stephen J. Cannell Productions, 1983) by almost a decade, the TV Show was considered one of the most gritty and violent shows on Japanese TV at the time and many Japanese PTA organizations rallied against the show.

“Wild 7” is still a fan favorite even today and collections of the original work have also made its way to UK and US audiences in the form of translated manga collections. The original OVA Anime was also released to VHS in both dubbed and subbed forms.

While the basic premise was the same for both the TV show and the Manga, certain elements were changed for dramatic effect. The show involved more espionage and anti-terrorism storylines than vigilante, gritty cop drama. One of the main opponents of the “Wild 7” was the International Criminal Organization known as “Spider” which seemed to resemble SPECTRA from the James Bond movies. Due to the Japanese PTA groups complaints regarding the amount of violence in its stories. “Wild 7” was eventually cancelled in light of all the negative backlash."

loud pipes save lives?..or in this case-strike fear in the heart of organized crime.

The Beeza in the bedroom.

2007-10-14T17:33:00.000-07:00

From edmunds.com by Ken Gross.

"Years ago, I lived in sunny Sydney, Australia, where nearly every sparkling morning signaled a motorcycle day. I was content with my trusty old Vincent Rapide and my new 750 SS Ducati, but I still read the weekend cycle classifieds. One Saturday, there was a brief but tempting three-line ad for a BSA Gold Star.

Britain's famous 500cc "Goldie" was one of the most coveted '50s-era racing motorcycles. BSA stood for "Birmingham Small Arms," one of England's top armaments suppliers. When it wasn't waging war, it built sporting motorcycles.

Temperamental, hard to start, difficult to ride well, and wickedly quick, the beautiful "Beeza" was a bike men lusted after, but only a lucky few could have one.

Surely, there couldn't be any harm in looking.

The man who answered the phone said I was his first caller. He directed me to an address in Sefton, a working-class neighborhood in Sydney's Western Suburbs, located a few miles past an urban sprawl of factories and light industry.

The street's brick, semidetached row houses all looked alike. Many numbers were faded or missing, so it took awhile to find number 63. Walking up a neatly tended path, I was excited to see the bike. At the door, John Hearne, a trim-looking man in his 20s, introduced me to his strikingly attractive young wife, Fiona. She smiled shyly, looking strangely pleased to see me. He was cool, almost as if he weren't interested in selling his motorcycle.

Even though there was a garage tucked behind the house, we headed straight inside and into a small back bedroom. I couldn't figure it out. Once inside, I saw why: There, between the double bed and the wall, stood the prettiest Gold Star I'd ever seen. The chrome sparkled, the black enamel shone and the glittering wheels set my heart pounding. I waited, wondering what would happen next.

"We're living here with me mum and dad," John admitted. The grim look on Fiona's face told me all I needed to know about that arrangement. "We're planning to use the money from the sale of the BSA as a down payment for a place of our own," his wife volunteered. Glancing sideways sharply, John frowned at his wife, as though she'd betrayed a confidence.

To break the awkwardness of the moment, I asked if he'd start the bike. He was proud to comply. After maneuvering the immaculate machine through the kitchen to the back porch, he skillfully found the compression point. Tickling the big Amal Grand Prix carburetor until pungent fuel dripped past the float, John retarded the ignition, raised the valve lifter and kicked down smartly on the starting lever. The bike settled into a fast but very even idle with that characteristic spitting sound common to well-tuned BSA singles. He looked up and grinned. I smiled back.

"Nice," I said. "Too right," he replied, using the Aussie vernacular for "You bet."

Fiona left us for a moment. "Look, I never intended to sell this bike," he sighed. "Still don't really want to. I bought it in a basket five years ago. It's taken me all this time to rebuild it. I'll show you the bills, the used bits and all the receipts. Spared no expense, I did."

His words came faster and faster. "Me brother's a Speedway Champion and he helped. You'll see from the logbook," he said, handing over a battered green packet, "I'm the sixth owner. The machine spent most of its life on the Isle of Man. You know, where they run the TT."

I gave the bike a quick going over. It was perfect. The classic 4-gallon BSA Clubman tank had been replaced with a 5-gallon Lyta aluminum racing tank, and an Eddie Dow finned side plate had been added.

There wasn't one burred bolt. The machine looked better than the day it had rolled out of Birmingham in the summer of 1961. Bargaining on the basis of flaws would be a waste of time, an insult to the painstaking work John had done. We both knew it. This motorcycle was very special.

"Are you sure you want to sell it?" I asked, suddenly torn between wanting the motorcycle and hating to see him give up all the work he'd done. "I have to," he replied sadly. "And I've got to get every penny of the asking price." Fiona came back and stood looking anxiously over his shoulder. We were soon joined by her beamy, fierce-looking mother-in-law. She, too, wanted to see how we were getting on.

There was no need to ride the bike. I knew it was right. "I'll give you what you want," I said, "and I'll give you something else. I'll promise if I ever sell this motorcycle, you can have the first chance to buy it back." He was silent for a moment, obviously disappointed that I'd decided so quickly. He sighed, nodding. Fiona squealed and hugged him. The deal was done.

As I wrote the deposit check, my hand trembled. Driving home, I felt strange. The happiness I'd expected to feel in discovering the perfect Gold Star was tempered by what the sale meant to John Hearne. He'd traded one kind of freedom for another. It seemed a curious bargain.

A few days later, John and Fiona appeared at my lock-up garage, the BSA carefully tied down in the bed of his Holden Utility pickup. We unloaded the machine with the reverence military pallbearers show a soldier's coffin. He took a few minutes to show me the starting drill and to say good-bye.

Sitting on the bike for the last time, he caressed the clip-on bars and the fuel tank as a lover would. "It's easy to start," he said, as he demonstrated the complicated drill. When the Goldie fired, he shouted over the loud idle: "Keep the revs between 1,500 and 2,000. There's no way you can get a proper tickover [idle] with a GP carbie. It's geared high, so slip the clutch a little in 1st. With this sprocket, mate, you can top 115."

John smiled bravely as he packed up his truck, but I'm sure I saw the hint of a tear. Fiona stood still, sensitive to the solemnity of the moment. She silently took his hand. When they left, I turned to the bike and tried unsuccessfully for an hour to start it.

I owned the Goldie for three years. That BSA had its own special aura — aloof, elite, forbidding. I never registered it, preferring to start it up only very occasionally and riding it at vintage bike meets. It's odd, I suppose, but I never really felt as if it were truly mine.

After returning to the States, I succumbed to an overwhelming temptation to buy an old Ferrari. To afford it, I had to sell my motorcycles, including a Velocette Venom bought sight unseen from England, along with the Ducati and the Vincent.

Before advertising the "Beeza," I kept my promise to John Hearne, and I sent him a letter.

"If you'd like your Goldie back," I wrote, "you can have it for the price you sold it to me. I'll split the cost of crating and shipping it to Australia. I've hardly used it. I'd like you to have it again."

Two months passed. He didn't reply. I tried phoning unsuccessfully. Finally, I sold the Gold Star to Chris Wimpey, a California photographer.

In the years since, I wondered if John Hearne's new house brought him the satisfaction his classic motorcycle so obviously provided. I wondered why he hadn't responded to my letter. Long after the bike was sold, I still somehow expected to hear from him. But there was no completing the circle.

The bike's new owner created a poster of the BSA. Preserved on a dramatic black background, the Gold Star's cool perfection recaptures the moment I first saw it in John and Fiona Hearne's bedroom.

And that's the way I like to remember it."

The other Cafe Racer: Chicken John's woodgas truck.

2007-10-14T17:08:00.000-07:00

From Futureboy:

"Burning Man artist Chicken John announces he's running for Mayor of San Francisco. I would not be the one to draw a connection between the two -- that, dear reader, is all in your mind. Chicken created the Cafe Racer, as seen in this splendid above photo, which is a 1975 GMC woodgas powerd truck that runs entirely on coffee grounds. (It's basically old-school gasification, that carbon-free, trash-destroying technology.

Okay, need your bike picture fix? here is a vintage photo of a woodgas powerd bike built in France during wartime fuel shortages..

The Electric Cafe ( Racer )-in scale form.

2007-10-12T21:12:00.000-07:00

From R/CBike.com

"1/6 scale electric motorcycle from Harald Back's collection. The Eleck Rider was manufactured by Kyosho and marketed in Germany in the late 70's by Graupner, a company that supplied nearly every rc motorcycle sold in the German market. The Eleck Rider was powered by a Mabuchi 380 type motor, and the steering operated in a similar fashion to the later Kyosho 1/8 scale motorcycle. The Eleck Rider runs at about 15+ kph with the stock Mabuchi motor. When it was on the market an optional tuning kit was alsp available that included stickier tires and a longer wheelbase. The longer wheelbase permitted the use of a 6 cell battery pack which increased the top speed with a slightly tuned motor to about 30 kph."

Typical- G.I. Joe once again gets all the cool stuff.

Small size, big fun: The Honda Dream 50.

2007-10-12T20:50:00.000-07:00

Edited for size from Motorcycle usa.com

"It might be a bit hard to find a class to race Honda's Dream 50. Or is it an old 50? No matter, as Honda expects most Dream 50 owners will use the $5499 bikes for nostalgic or display purchases, not for race duty.

Too bad, as the Dream is is fun to ride even if its limits are a bit lower. Imagine taking a mountain bike with a narrow handlebar and shrinking it down one-third in size and you're pretty close to what a Dream ride feels like. Add in a double-overhead-cam, HRC-built 50cc screamer that revs to 14,500 rpm and you've got one fun mountain bike!

The Dream was built to commemorate Honda's early racing history that began in the 50cc class. The factory RC110 debuted in 1962, and it spawned the commercially available Cub Racing CR110. The single-cylinder CR featured gear-driven double-overhead cams, a dry clutch and an 8-speed gearbox. The new Dream uses lower-tech chains to drive its cams, yet it is able to rev 1000 rpm higher than the 13,500-rpm CR110 and directs power through a 6-speed gearbox.

The Dream has been offered for sale in Japan for several years, and an entire cottage industry has been built around it. HRC has built a huge list of go-fast parts for the Dream since Asian enthusiasts seem willing to throw everything they can get at their racebikes.

But even in stock condition, the Dream impresses with its pure racebike design and trick bits. A lovely oil catch tank created out of aluminum contains crankcase blow-by, and aluminum fenders are used front and rear. Despite the use of a period-spec steel frame, Honda claims the lithe Dream weighs just 157 pounds dry. The Dream is a product of HRC, and they've been kind enough to pre-drill the oil drain bolt to satisfy racing regulations for lockwiring critical fasteners.

You won't find a convenient kickstart lever on the Dream, let alone a wussy electric starter. Cranking it over is via the Hailwood method of bump-starting, usually quite easy on the Dream despite the big 11.7:1 compression ratio. Acceleration is as limp as a scuba diver's Kleenex until the revs climb into the five-digit range. It starts pulling at 12,500 rpm before falling off 2000 revs later. Honda claims 7 horsepower at 13,500 from the 49cc engine, but it sounds like much more when the giant open velocity stack ravenously sucks in air for the open 20mm carb as the 40mm piston goes up and down 240 times each second.

The beauty of racing a tiddler like the Dream is that the rate things happen for the rider is much easier to digest than on a more powerful bike. As a result, extracting the maximum from the bike, and especially the engine, is more gratifying in a way than something like turning the throttle to the stop of a CBR1000RR for a few seconds before having to frantically grab the brakes to scrub off the 100 mph you just piled on.

The Dream handles like nothing else I've ridden. Honda didn't provide rake and trail numbers, but it will suffice to say you've never ridden a motorcycle that turns with less effort. Genuine Showa suspension does a reasonably good job at damping wheel movement, and 2.50-18-inch Bridgestone Battlax BT39SS tires are used at both ends. With the seat's classic bum-stop coming up a few inches shorter than the Dream's 70.5-inch overall length, there's actually enough room for a full-scale adult to fit.

A combination of a strong front disc brake and a super-skinny tire is my excuse for testing the Dream's crash worthiness. Entering one of the corners at Apex and grabbing the brake lever with the finesse of a steroid-injected bodybuilder put me on the ground faster than you could say Ruben Xaus.

Thankfully, damage to our frail little bodies was limited to a bent triple clamp and bruised shoulder, and both of us were back in action in no time. A similar spill in, let's say, Turn 1 at Willow Springs, would've been much more painful to both steel and tissue, underlining the relative safety of mini racing.

The danger levels of mini racing may be reduced from full-sized racing, but not the fun factor. As is the case with racing 50cc dirt bikes, all you need for laugh-out-loud giggles is another rider on a similar bike."

For the truley brave only: The Hello Kitty helmet.

2007-10-12T20:40:00.001-07:00

From Scooter Rider Styling

"Not for everyone, but a must for girly style riders: The Hello Kitty helmet. The helmet is available from this Italian Hello Kitty website. It sells for Euros 199 (about $265). I could not verify shipping costs, but there is an English language checkout option, and payment is through PayPal."

Our man in India and his take on Cafe Racers.

2007-10-10T21:46:00.000-07:00

From jammag.com by Anubhav Arya.

"When you talk about a Norton or a Harley, your grandpa probably has ridden, heard of, or seen it. Café racers are those classic bike legends which were born out of a small bet. The legend has it that in the early 50's and 60's in Europe, local café's were a host to a group of bikers. These bikers laid out a bet in which they had to choose a song on the jukebox and take a ride around the city really fast. They had to get back before that song got over! This began to get very popular and hence gave birth to Café Racers, which significantly implies both man and machine! These bikers made their own custom designed bikes, these bikes had two piece handle bars, really fast engines mostly Triumph's. And chassis from a Norton, the bike was named "TriTon"

To be very honest, these types of bikes are not liked by all. Only a handful of people really appreciate a Café Racer, one of them being me. The CR (Café Racer) is not what people buy, but what they actually make of it later. A true CR is the mixture of many things. Reliability, power, and fun! Almost any bike can be made a CR if given proper thought. But don't get carried away to old school Europe because we have our very own CR's right here in India! Apart from the thousands of imported bikes that people brought in during the 60's and 80's, the only real café racer is the Yamaha RD-350. By all means this bike is still considered to be the fastest bike that has ever come to India. The true face of Yamaha. Unlike gladiators and the upcoming Yamaha Alba, sheesh!

It's been a long time since Yamaha stopped production of the RD. But it still remains to be seen if this bike is really dead. While companies like Yamaha have ceased production of these bikes, some companies around the world are bringing back these legendary bikes to life! Companies like Norton have completely modernized their bike and have already launched their Café Racer Commando all over the world. Some of the companies which are making modern CR's are Ducati, Moto Guzzi, Voxan, and Vincent. These are by far the only companies left which still have the guts to come out and make what actually people like us want. "

Domination.

2007-10-10T21:18:00.001-07:00

From MCM:

"Often, post-war British motorcycle factories were unedifying experiences. Squalid working conditions, management of appalling mediocrity, obsessively militant trade unions and chronic under-funding led to a reliance on existing designs and tooling which was suicidal. Yet, out of this mire, true motorcycling gems sometimes appeared.

Norton’s Bracebridge Street works in Birmingham was a near perfect example of how not to build motorcycles - but still the factory managed to produce one of the best big bikes of its era.

Luck had a huge part to play in the launch of the Dominator. First, the factory owned the coveted “Featherbed” duplex frame. This design had been gifted to the factory by the McCandless brothers and had kept Norton’s Grand Prix aspirations alive ten years after Norton’s race bikes should have been obsolete.

Not only did the “Featherbed” set the standard of handling for the whole of the motorcycling world but its great benefit to Norton, and many other manufacturers, was that the duplex design allowed almost any engine to be housed within the widely splayed frame tubes.

The Dominator also had a very reasonable engine. Designer Bert Hopwood was an obsessive self-publicist but had worked alongside both Val Page and Edward Turner at Ariel in the 1930s when all three became interested in the concept of neat, cheap to produce, parallel twins. Page penned the elegant Ariel KH, Turner the legendary Speed Twin and Hopwood the Dominator. Naturally, he claimed the Dominator to be far superior to the other two!

The resultant bike was a nice motorcycle by any standards. It handled extremely well, had a sweet, reliable engine which provided a genuine 90mph performance and possessed the best brakes of any contemporary British bike. Only in terms of a leak prone primary chain-case was the Dommi inferior to Triumph’s world-beating range.

Finished in Norton’s classic polychromatic grey colour scheme, the Dominator also looked every part as elegant as its Triumph contemporary and was far more elegant than either Ariels or BMWs of the day.

But it wasn’t oil leaks which constantly forced the Dommi into second place in the sales race. The Triumph factory was modern, well equipped and profitable. By contrast, the Norton works was a model of inefficiency and squalor and suffered from chronic under-funding. At best, the Bracebridge Street works could produce only 200 bikes a week - and that was a rare occurrence.

That Hopwood’s first design proved to be right is shown in the way that the basic motor was bored and stroked first to 600cc and then to 750cc with the Atlas and eventually, although much modified, all the way to the 828cc Commando.

Today, the Dominator still does not fetch such a premium price as its Triumph rivals which makes it one of best buys in the classic bike market."

Your first Cafe Racer: the Honda Dream Kids Dokitto.

2007-10-10T21:06:00.000-07:00

From: totalmotorcycle.com

"Offering the satisfying feel of a do-it-yourself kit, these kid-oriented machines serve up heaps of good times by offering a variety of fun styles. Powered by modularly designed small-displacement engines, the Dream Kids' specially designed parts can be combined to create either the Dream Kids "Dokitto" bike or the "Wakuccho" kart and expand a child's imagination.

Engine type / Air-cooled four-stroke single-cylinder OHV
Displacement / 31.0cm3"

Motorbikes today review of the W650.

2007-10-05T20:07:00.000-07:00

From motorbikestoday.com by: Adrian Percival

"Tucked away in my collection of old photographs is a picture of my Mum & Dad leaving to go on holiday on their 650 ‘Bonnie’. Now this was taken about 40 yrs ago and I could swear that it’s the same bike that I currently have on test! We all remember countless hours spent in dimly lit garages crawling around on dirty floors or looking under workbenches. We just had to find that c-clip that just flew off the piston pin, it was all that we needed (we thought) to get some old "fixer-upper" back together again. Well anyway I do, and I also remember my Dad doing it almost every weekend in order to keep that ‘Bonnie’ in working order.Now 40 years ago women could easily fall for a man on this bike. It looks just like the Triumph’s, Norton’s and BSA‘s of that period which demanded such attention after the likes of Marlon Brando and the infamous movie. But times have changed, nowadays it's a little harder to convince the girls that you're cool when you ride past on the W650. Still, it's not impossible to turn their heads as I found out to my surprise!

Times have definitely changed and in some ways it’s for the better. If it weren’t for bikes like this then we probably wouldn’t have the fabulous machinery we have today. So where does that leave this one? It's not race-rep or a sports tourer, it isn’t a big-bore cruiser or a commuter, and it certainly isn’t a beginner's bike, even though it could be with its low seat height and classically simple design. It's a retro classic that gets its looks and design from the famous bikes of the past and then adds a lot of modern flair and technology in all the right places. If my Dad had had this bike all those years ago he would have been over the Moon, it really is everything you ever wanted your old Triumph, Norton or BSA to be. Reliable, no oil leaks, powerful (ish!), smooth and good brakes! It’s a bike to be proud of and to keep for another 40 yrs, and I’m sure it will last that long as the build quality and finish is probably the best I’ve ever seen on any Japanese bike.

Cruising around in town or out on meandering country roads is what this bike is all about. Dressed in my black leather jacket, jeans, boots and open face helmet together with the obligatory shades, I did my best to pay homage to days gone by and ended up on the receiving end of many a thumbs-up. Not bad, I thought. Ok so you may well feel a little out of place when you're sitting at the lights and the latest and greatest 600/1000 race-rep pulls up alongside. But, with those twin burbling exhausts and the sheer presence of that totally open, and beautiful motor just ticking over beneath you soon forget about any other bikes and carry on with your mission. To prove your point at green the motor revs up in a flash, you drop the clutch and this bike just storms away from the race rep (well at least for the first few yards until he realises just what has happened!). You can’t hear anyone else because the now burbling exhaust has turned into that unmistakable throb of a British twin on song. It’s just magic!

Kawasaki designed the W650 to capture a sizable portion of the Japanese niche retro market. They are currently falling over themselves trying to acquire the originals, like the old Kawasaki W1 from the early 60’s. The W650 was never intended to be sold in Europe but demand forced Kawasaki to import the bike to our shores. Good for us, and right on Kawasaki for being a bit different! The W650 thrives in speeds from five mph up to 80 mph, after that be prepared for the most wind blast you can experience on any bike! There is a bit of vibration at higher speeds but only in the bars, and it’s acceptable. In between those speeds the 650 delivers you with sufficient oomph to propel you out of corners with flair and you will definitely run out of ground clearance before you run out of tyre. The W650 has what look to be vintage style tyres fitted, even the sizes are vintage in comparison to today’s bikes, but there's no reason to worry about vintage-style traction levels. Fitted with a ribbed front section 100/90-19 and a rear 130/80-18 it certainly looks the part but these Bridgestone’s certainly do a good job of keeping this bike on the road.

One of the main focal points on the W650 is the engine with its long chrome tube housing the bevel drive on the right hand side of the 676cc parallel twin. This shaft drives a single overhead camshaft and 8 valves through hypoid bevel gears thus eliminating the need for a cam chain, cam chain tensioner and its guides. The crank has been designed to allow the pistons to rise and fall in unison, one is on the intake/compression cycle and the other is on the power/exhaust cycle, this gives the original exhaust sound. The engine is definitely pleasing to the eye, with little touches all over it reminiscent of the Triumphs, Nortons & BSA’s of the day. Four valves feed each cylinder the fuel/air mixture via a pair of 34mm carbs. This function has been somewhat updated and is monitored via Kawasaki’s Throttle Responsive Ignition Control system (K-TRIC) and is then used by the said digital ignition to instantly work out the engine load and adjust the ignition for maximum power (trick eh on a 60’s bike!)

Everything on this bike is mounted in an old-style tube-steel cradle frame that's painted black (black is bad!). To compliment all of this it has spoked aluminium rims, black rubber gaitered 39mm conventional forks, and five-way preload adjust dual shocks on the rear. Yes it has that authentic nostalgic harshness but it’s well damped although a bit soft when you first get on it. Surprisingly when you are on the go, the suspension isn't that bad, which is good. It's nimble enough to chuck around with ease but yet seems to have a long forgotten British bike trait commonly referred to as "hinge-in-the-middle" when ridden hard! The W650 has been produced as close as possible to the original so it even has ‘that’ special feeling built in. Still, its predictable, grips well and is far superior to anything from the 60’s.

More nostalgia gets added to the braking department here. The W650 gets a 160mm drum rear brake and, even though the front brake is only a single 300mm disk and a four-piston caliper they work well in bringing this bike down from speed. Performance is pretty good for a bike designed as a true retro but it’s not even close to that of a current naked 600 Honda Hornet or similar. With around 50bhp and 43ft-lb of torque to propel it’s 195kg it’s no street racer. Interestingly enough this the W650 is about 15kg heavier and about 15% larger overall than it’s 60’s counterparts, still it has enough power to send the ‘oldest’ model Kawasaki up to around 115mph, not that you’d want to do it for long though!!

Verdict.

I’m quite certain that just the sound of this echoing twin mentally adds a good ten horsepower to it, that sound as you cruise along just goes straight through you. Add to that the way people stare at you on this bike and the plain fact of its uniqueness and here’s a package not to be missed. How good do you feel when people (bikes or non-bikers) wave or signal their approval at you, it's all emotion, let this bike take you back to your forgotten youth or an era when motorcycling was still an adventure - at any price. Life’s too short so why not relax a bit and get away from the ultra fast and ultra powerful license losers on today’s market. This bike oozes cool, its certainly a bike I would have in my garage for riding out on those sunny days down leafy lanes to a country pub where it would more than likely be the centre of attention (again!). And on your departure you just get on it, swing out that kick-starter and fire it up first time in true old-school style – now how cool is that!

The Image of the beast.

2007-10-05T19:46:00.000-07:00

From diseno-art.com:

"The stripped down 2001 Sachs Beast concept motorbike from 2001 is a radical, unusual and extreme concept, which goes back to the basics of motorcycle design for influence, evidently displayed by the fact the minimalist Beast keeps luxurys and fairings to the bare minimum.

The exposed 998 cc Swedish Folen engine was selected for the bike because of its comlicated although pleasant design. However, if the Beast goes into production the limited edition run of 1000 would probably be powered by a more reliable Japanese engine."

The fashion statement part 2: Armoured Jeans.

2007-10-05T19:28:00.000-07:00

By Mike Werner in Normandy France from Bikes in the fast lane:

"I'd say that most of us would like to jump on your motorcycle to go for a ride, go and pick up a loaf of bread or quickly go and visit someone. If you're safety minded, you know that it's usually in these small trips that most accidents happen. So you drag your leathers out of the cupboard, wiggle into them, and 1 hour later you're on the road. Well, OK that's exaggerating a bit, but you get the picture.

Riding in jeans, though cool and easy can be very dangerous. They're not meant to withstand ANY crash, and when you go off your motorcycle at any speed, you will get burns on your legs. One of the only jeans you can really use on a motorcycle are Draggin Jeans . They can withstand sliding across the pavement. But... they have a few issues. First, they are lined with Kevlar. Kevlar is a great product, very impact resistant, and pretty good at stopping burns, however... Kevlar is resistant as a material, so they make movements more difficult. Also, since Kevlar produces an irritation of the skin, you need to make sure that it doesn't touch the skin. This makes the jeans a bit more thicker, not something you'd want to wear around the house, or in the disco.

French company Esquad have the solution! Using fabrics designed in-house, and with help of the aerospace unit of EADS (the folks who make Airbus airplanes amongst others), they've come up with a fabric called Armalith. Armalith consists of fabrics used in the military and space industry, combined with cotton.

The result is an ultra-resistant fabric, that breaths and is light. Using the Armalith, they produce jeans and jackets that can be used as normal jeans. Re-enforced at the knees and hips, you now also have a jean that will withstand a crash, and more importantly, will prevent you from having to undergo skin transplants when sliding over the road after falling off your motorcycle. To test their fabric, the suspended a Hummer from a crane, attached to an Esqaud jean. The Hummer did not fall....and the jeans did not stretch.

They also used stuntmen to fall off their motorcycle at 60 mph. The jeans were scratched, but intact. No skin was burned.

their jeans and jackets can be bought directly in several European countries (more being added), or directly off the internet. You can also find their fabric in Ducati jeans and jackets, since they signed an agreement with the Italian motorcycle manufacturer. Ducati jeans will be sold for 395 Euros.

Esquad have several collections of jeans & jackets, both male and female versions. Depending on your sense of style, and use of the clothes, there's a choice for you.

All-in-all, these look like great motorcycle clothes. You can use them normally around the house, and you can use them to jump on your motorcycle, and still feel safe when riding those twisties. But remember... they are jeans, so not rain proof (though they can get wet in contrast with Kevlar). "

The fashion statement: The Barbour Jacket.

2007-10-01T20:13:00.000-07:00

By Rick K From webbikeworld:

The Barbour Cowan Commando from lindaclifford.com

"It doesn't get more classic than this, folks.

You're looking at the Barbour International jacket, which has been in production just as you see it here since -- get this -- 1936!

And since what's old is new again in our Retro is Golden age, the International is now red hot.

The International is now being distributed by British Motorcycle Gear in the U.S.A. (the same folks who bring us the Belstaff goodies) so get 'em while you can, because you never know what tomorrow will bring...

Look through a book with photographs of the motorcyclists of yore and it's obvious that the International jacket was de rigueur riding apparel for the serious motorcycle rider.

Barbour's own website has some of the statistics: 97% of the competitors in the 1957 Scottish Trials wore Barbour and they were the official motorcycle police jacket in 14 different countries. And other than WWII, when there were no international motorcycle events, Barbour was worn "by virtually every British international motorcycle team from 1936 until 1977". How's that for a pedigree?

Most Americans probably got their first introduction to Barbour clothing via the characters in "All Creatures Great and Small" or one of the other interesting British shows on public television. Like many other things, we've pigeonholed our British cousins with stereotypes involving tweed, Wellies, snorkers and Barbour jackets. But hey, it could be worse, right?

I lusted after a Barbour jacket and finally saved up enough scratch to buy one -- almost exactly 20 years ago. My Bedale still looks like new and it's even hipper now than it was back then. And the nice thing about it is that it works -- whenever it rains, summer or winter, the Bedale's waxed cotton keeps me warm and dry.

Some of you may recall that we reviewed the Belstaff Trailmaster not too long ago, which uses a construction that is very similar to the Barbour International and is a classic in its own right. But the Barbour is one of a kind, with its classic slanted left-hand chest pocket instantly recognizable in the vintage photos of classic riders and their mounts.

The four big cargo pockets with their real brass snaps can hold lots of junk. Bulging bottom pockets seem to indicate a serious off-road rider, because back in the International's heyday you'd have to carry spare plugs, points and who knows what else to keep running.

The huge brass zipper with its big pull ring on the left-hand side (of course!) give the owner a trip back in time with every zip. When's the last time you saw a brass jacket zipper??

And although the waist belt really does help to keep the jacket watertight in a blow, most owners will probably slip it out of the loops and toss it. But the neck belt should be left hanging from that soft moss-colored corduroy collar to ensure that "The Look" is kept intact.

Speaking of The Look, the Barbour is also instantly recognizable by its classic signature tartan interior cotton lining, which is also very comfortable. And best of all is the "Made in England" label, along with its gaggle of Royal seals, attesting to Barbour's official appointments to various Kings and Queens.

The International certainly doesn't replace any of the modern motorcycle jackets with their high-tech fabrics, CE-approved armor, Gore-Tex liners and Nylon zippers. The decision to buy a Barbour International comes from the same set of illogical emotions that "force" one to come to the decision that only a Moto Guzzi Le Mans, Ducati Paul Smart 1000 or Triumph Thruxton will do as the next bike.

Owners of those classics or any other vintage British or European make will surely want to complete The Look by going all the way with an International. And while you're at it, how about a pudding bowl helmet and some stringback gloves?

But it's more than nostalgia -- the great thing about the International is that it looks (and works) just as great off the bike as on, so you'll be the envy of the pub when you're wearing it.

As an old-time Bedale owner, I can tell you that the waxed cotton (the only way they could keep anything waterproof back in the days before Gore-Tex) is sticky at first and attracts lots of lint, cat hair and other assorted fur-balls and tumbleweeds, especially in the International's near-black color.

But after a few outings, the wax stiffens up and the jacket will get that wonderful broken-in patina that Barbour owners know and love. The jacket can be re-waxed if necessary, either by the owner or by sending it back to Barbour for a refurbishing.

Which is another nice feature about buying a classic that's been in production for 70-odd years. Barbour is always there to fix it should something go wrong. Try doing that with your globally-sourced mesh jacket and see how far you get!"

Tangerine Dream: The 1981 Laverda 1000 Jota.

2007-10-01T20:03:00.001-07:00

Edited for size From Road Runner touring and travel:

"Any color as long as it's black." Not surprisingly, it was in the psychedelic seventies when motorcycle manufacturers first broke with the tradition of black-painted frames. First came BSA's "dove grey," intended, it's said, to reprise the company's titanium-tubed, motocross bike frames. Then came Ducati's teal-framed silver 750SS. But perhaps the most successful color combo was Laverda's pairing of the company's racing orange with the sleek silver tubes of its mighty muscle bike, the Jota.

The Bikes from Breganze
Pietro Laverda founded the eponymous Breganze, Italy company in 1873 to manufacture farm machinery. In 1948 his grandson Francesco built the first Laverda motorcycle, a 75cc four-stroke intended for his own use. Devastated by war but fired with renewed vitality, Italy was undergoing its reconstruzione, and demanded cheap, economical transportation. Soon, Francesco's neighbors wanted his sturdy little bikes. Incorporating motorcycles in the company's output was not a great stretch, and an initial batch of 500 bikes was produced in 1951.

Now committed to motorcycle production, Laverda needed sales, and selling motorcycles in Italy means going racing; so Laverda entered a 75cc machine in the 1951 Milano-Taranto race, and though carburetion problems forced its retirement, the bike proved competitive. In the same race two years later, Laverdas filled the first 14 places in their class! More success followed for Laverda in the 100cc class until 1956, when overhead camshaft Ceccatos and Ducati Mariannas (both Fabio Taglioni designs) began to dominate the class...."

Not for U.S. consumption: The Honda CB 400ss.

2007-09-30T20:02:00.000-07:00

From the 35th Tokyo Motorshow

"Lightweight Handling and Thumping Big-single Torque.

The CB400SS is a sporting single in the finest tradition. Wearing new colors, it now projects a new image. A new electric starter added to the traditional kick-starter make this middleweight thumper easy to start, and the buffed pedals and kick-starter are quality details that every enthusiast can appreciate. Now equipped with HISS*(Lightweight Handling and Thumping Big-single Torque.

This customized model dresses out the CB400SS in the image of a more stylish classic café racer using off-the-shelf parts combined with a distinctive rocket cowling, aluminum tank, solo seat, and reverse cone muffler- a new direction in the café racer genre, and a sure hit on the street bike scene."

the other Cafe Racers-Cafe Racer Filmworks.

2007-09-30T19:54:00.000-07:00

"Café Racer Filmworks is a dynamic new production company led by two seasoned veterans with experience in numerous genres of visual media, from reality TV to feature films, documentaries to dramas. That collaboration has already created an imaginative roster of projects that is innovative, budget-friendly and audience winning.

Our specialty: fresh approaches to story-telling and direct communication. Café Racer's goal is straight forward: to deliver inspired and highly inventive fare, without the bureaucratic morass that's all too familiar -- and inefficient. While the bottom line can't be ignored, our primary emphasis is always on creating the finest finished product for the most lucrative demographics. Our edge over the competition is that we follow through every step of the way, from the concept to the completed project. Not just on the executive producing level but in the trenches as well. Every phase is controlled and overseen directly by the principals. We don't farm out our work to others who don't share either our vision or our work ethic. With those we do hire, all share the enthusiasm and expertise that guarantees a better product. The adage "I don't care what they are like as long as they get the job done" is not acceptable. We invite you to work with people with passion."

When in South Carolina....Clemson Cafe Racers.

2007-09-30T19:46:00.000-07:00

click on the banner to go to the Clemson Cafe Racers homepage

"In the early 1970's a unique motorsports convergence occurred in the foothills of the Blue Ridge Mountains in the college town of Clemson and the mountain gateway town of Walhalla. A group of motorcycle enthusiasts gathered who favored the performance machines of the day which were at the time motorcycles manufactured by Norton, Triumph, Ducati, Moto Guzzi and BMW. No doubt the proximity of some of the best motorcycling roads in the southeast was a contributing factor. A long summer afternoon could accommodate a 100 mile ride up through Walhalla to Highlands or Clayton or Cashiers with a little bit of the Blue Ridge Parkway thrown in for good measure. A good Saturday or Sunday ride might see a dozen or so riders in black leather and scarves carving up the curves. Some of these roads are now listed in the must rides for sport riders in a number of publications, but we'll never give away our favorites. A number of the motorcycles were the most sophisticated that money could buy at the time. A not insignificant portion of our number pursued racing in the newly formed WERA. We had rallys and poker runs and "meetings" always with a little chaos thrown in. But at the finish line, everybody involved enjoyed a spirit and a camaraderie and an insanity that made Clemson Cafe a once in a lifetime experience that a few lucky individuals had the opportunity to experience."

Your Cafe Racer picture of the week:

2007-09-29T22:09:00.001-07:00

From the Italian Cafe Racer Blog: Otto Nero

From the Return of the Cafe Racers blog: The Yamaha SR 400/500.

2007-09-29T21:49:00.000-07:00

I recently saw this great write up of the Yamaha SR500/400 on the terrific Cafe Racer Blog: The Return of the Cafe Racers. So I will let our friend from down under describe this great little bike in his own choice words:

pretty cool right out of the box: The SR500

"Originally modeled off Yamaha's first true "big thumper", the XT500 which gained popularity through it's success in the Paris Dakar, the SR400 set up has been around since 1978. The earlier SR 500 became a legend as one of most reliable and easy-to-maintain motorcycles ever built. I was sold till 1999 and Yamaha enjoyed huge demands in Germany and Japan, until new noise and emission regulations signalled the end of the big air-cooled single. The SR400's being produced and sold in Japan today differ slightly from the earlier SR500 versions of the bike with a shorter stroke and heavier muffler to comply with tight emission laws. Powered by a 400CC four stroke single producing 27Hp (19.73kW) @ 7000RPM the bike is not what you would call an amazing performer but all up it's a solid set up and a good performer.

Aesthetically the bike hasn't changed much since it's conception and as such oozes retro classic appeal in todays market. The original SR500 look was designed to have a "strong family image and a strong link to our (Yamaha's) first four stroke, the XS 650 twin, which was also inspired by British design at first." Like the W650 the SR400's classic Brit bike looks have gained it a huge popularity in Japan and as such you can find parts for almost any type of custom conversion you may desire. Searching online will return examples of SR400 based Cafe Racers, Boppers and Street Trackers that will make any motorcycle lover drool. Here a few examples of beautifully customised SR400's I found online...

Here's a few links for those wanting more...
Yamaha Papercraft Oragami SR400
Super cool Official Yamaha SR400 website - The aptly named SR Cafe (Japanese only)
Yamaha Japana's line up of custom parts - Y's Gear
Deus Ex Machina SR400 Grievous Angle Cafe Racer
Deus Ex Machina SR400 Manx
Deus Ex Machina Sr400 TT

If you're looking to get your hands on a Yamaha SR400 in Australia, once again the guys at Deus are importing them so get your orders in now!"

Official of Japan brilliant SR500 cafe

Honda's future cafe racers ?

2007-09-22T20:43:00.000-07:00

Honda is ready for the 40th Tokyo Motor Show, which will be held from the 27th of October till the 11th of November 2007. And right now, they're giving you a sneak preview of what you can perhaps expect from Honda in 2008! The prototypes you see above CB1100F and the CB1100R - stand a good chance of going into production next year.

The two bikes are powered by 1100cc inline-fours and while the CB1100F (above) seems to be a modern interpretation of a traditional 1980s UJM("universal japanese motorcycle"), the CB1100R (below) which looks totally brilliant- It has that 1980s, Freddie Spencer era Japanese cafe racer cool and we so love this bike. Awesome!

More details will follow as they become available. In the meanwhile, you can visit the Honda website here.

From Faster and Faster:

Vintage 1999: The Laverda Black Strike 668 Cafe Racer.

2007-09-18T08:24:00.000-07:00

From the Laverda factory web site: March 1999.

"As any true Cafè Racer, the Laverda Black Strike 668 has a 650/668 has a non-conventional look. It is all black and the only other colours are the white background of the instruments and the silver grey. An elegant and sporty combination that highlights the uniqueness of the Laverda Black Strike 668 Cafè Racer. They were manufactured in an exclusive series of 50 numbered-distinguished by a special plate and certificate of originality, and was very well received and sold extremely quickly.

"The air and oil cooled Laverda 668 engine delivers 70 HP and has been submitted to a large variety of upgrading and improvements. It has a new engine head, the cylinder liners have a new grinding, the pistons and the piston rings are new as well, the oil circulation circuit has been redesigned to improve cooling and lubrication at the same time, the oil pump has a larger flow and the crankcases are the same of the 750 c.c. versions."

Lets go shopping: The Tank shop.

2007-09-14T22:08:00.001-07:00

John Williams of the Tank Shop makes these superb
polished aluminium petrol tanks to spec order only
All tanks come with a baffle to stop the fuel moving
and filler cap i.e. Aero, Monza, Italian or alloy screw cap.

Rickman Z900 tank £350

T140 Triumph tank £350 Manx alloy seat £150

Flat Tracker Tank £450 Mudguard - (long pictured)

Unique seat with twin custom lights tunnelled into the back.
Cost depends on shape of lights and time involved.

A very special Vincent: the Vincati.

2007-09-14T21:49:00.000-07:00

From Cycle World october 2006 by David Edwards

"What makes a custom a custom and a special a special? Hard to say for sure, but generally the latter involves an engine swap. We all know about “Tritons,” with their built Triumph Twins in the famously good-handling Norton Featherbed frame. And, of course, that rarer, costlier derivative, the “Norvin,” featuring a hulking Vincent V-Twin somehow shoehorned into the same cage (perhaps, as our own Allan Girdler has suggested, with a whip and a chair?). And who can forget the “Nortley-Fartster,” a Harley Sportster motor housed, again, in a Norton Featherbed?

To this convention of crossbreeds let's now add the “Vincati,” a 998cc Vincent Vee slotted into an early 1970s Ducati 750 GT frame. As you can read in the current October issue, we sent Peter Egan to ride a freshly cobbled Vincati, the creation of Vincent specialist (some would say legend) “Big Sid” Biberman and his college professor son Matthew.

The duo wants to build a limited run of Vincatis at (wait for it…) $100,000 a copy. For those kind of clams, you can buy a pristine stock Vincent and the best Ducati GT in the world, but, hey, nobody said building specials was an exercise in rationality."

Sometimes a cigar is just a cigar: The NSU Hammock.

2007-09-11T08:54:00.000-07:00

From the amazing and really interesting FFMCC (feet first motorcycle club)

"NSU produced a couple of prototypes from 1954 to 1956 as part of a speed record breaking project designed and ridden by Gustav Baumm This was so succesfful that they started an exercise to turn it into both a road bike and a GP racer. Unfortunately, the FIM introduced some very restrictive fairing rules for racing and the progress of M/C deisgn took a very different turn. It's amazing to think that if this had not happened, we might all be riding this sort of thing today."

Gallery: Thruxton JP's "SR400 Sports M1 Road-Bomber Replica"

2007-09-11T08:24:00.000-07:00

Ah, Italy in the spring: The Italjet Amarcord.

2007-09-11T08:15:00.000-07:00

From Azzurrimoto.co.uk

"Gracefully retro: This is the best definition for the new incredible creation of Leopoldo Tartarini, founder, president, as well as inexhaustible source of creativity and innovation at the company.

Amarcord leaves you speechless right at first sight, thanks to its retro styling, its futuristic and timeless look, and its brand new technical solutions (rear suspension system).

Its intriguing look is paired up by its driving style: You drive an Amarcord as if you were in the 1920`s, but with the addition of excellent comfort and the guarantees of a state of the art 150cc 4T engine.

Scootering Nov 2001 said: "This motorcycle was styled to look like a single cylinder Italian motorcycle of the 1920's..." This machine is in the final stages of development at the Italjet factory and will be available in the spring.

Carpy on the history of the Seeley 750.

2007-09-08T15:28:00.000-07:00

Carpy's 78 Seeley 750 Honda

Carpy of 750 Cafe writes of the Seeley history:

"Between 1975 and 1978 The English company Colin Seeley International was
responsible for 300 neatly crafted SEELEY HONDA'S with CB750 engines
and other running gear. The majority of the Seeleys were supplied as chassis kits,
to which engines were added. But a number were commisioned asComplete Motorcycles, using brand new Honda's as Donor bikes.

Former Sidecar GP racer Colin Seeley had founded his own marque in the
1960's to build road racers around single-cylinder OHC 350cc AJS and 500cc
Matchless engines, to which he had aquired manufacturing rights. After the British Single cylinder machines became outpaced by the New japanese two-strokes, Seeley decided to embark on a CB750-based project in the winter of 1974-75.

He purchased a K2 which was brand new and set about re-working it with the
aim of creating a top-quality road-legal motorcycle that was better looking
and easier to work on than the standard CB750.

A tailor made frame was designed, to be made by Seeley's welder Jack Wren,
in the same light guage reynolds 531 tubing as the Seeley racers. Of duplex cradle layout, it was well braced at the steering head, which contained taper roller bearings and was set at 28 degree's. The rear swingarm featured the simple and precise chaine tensioning system
devised by Seeley racers and substantial sheet-metal gusseting supported its pivots.

The earliest of the series of these cafe racer motorcycles retained many
original Honda parts and components, including the instruments, front forks,
brakes, exhaust system and sometimes even the seat. However, Seeley subsequently produced racer-style single and dual seats to match his handsome 20 and 25 litre aluminium petrol tanks, and used various proprietary parts. Kits were added to covert F1 and F2 models, as well as the K series of Honda's.

Cast alloy wheels were sourced from Campbray in the UK and later from the US
company Lester, when Seeley became it's UK agent. Other American components used on some machines were Hunt plasma-coated aluminium brake discs, Jardine exhaust systems and S&W rear suspension units.

Seeley also devised his own four-into-two exhaust system and his frames were
usually finished with nickel-plate, although an F2 powered limited edition sported an unusual but eye catching White enamel frame.

Some of the Seeley Hondas sold as complete bikes, and had US US-sourced
big-bore kits giving capabilities of 810 and 1,000cc.

Although some UK dealers, Including Read-Titan, were distibutors for the
costly Seeley honda, most examples were exported to a total of 12 countires.
For the German market, where a significant number of kits and machines were
sold, the necessary TUV approval was obtained.
Seeley also negotiated imports to Spain, despite the countries embargo on
fully Japanese motorcycles.

Like Seeleys Racing machines, the re-framed Hondas were well noted for their
superlative roadholding, elegance and exclusivity."

On Ebay: The 76 Kawasaki KH500 Cafe Racer.

2007-09-08T08:55:00.000-07:00

Edited for size from The Hotrod homepage.

Up for auction on E-bay is my HIGHLY modified Kawasaki “KH750″ Cafe Racer. Old School Style with the help of Modern 2-stroke Technology….

It has taken the better part of 4 years getting this bike to what it is today…. Plenty of trial and error, a ridiculous amount of time and money, and a HUGE supply of help and advice from the good guys on the KTW (kawasakitriplesworldwide) forum. The bike has gone through 3 major transformations, all a step in the right direction, and finally ending up as you see it in these Photos.. An ultra lightweight (nearly 90 pounds lighter than a stock H2), ROCKET of a two-stroke street bike!!! I have almost enjoyed building it as much as riding it, and luckily I’ve been able to ride the bike in the Mountains surrounding Deals Gap for 2 years in a row….Not to mention all of the back road riding here in Minnesota chasing (sometimes leading) friends on modern sportbikes and old two-strokes alike.
CHASSIS and SUSPENSION

1. Lightened ‘76 KH500 frame…. the final year 500 Triple (KH500) frames came from the factory with headstock gusset plating and extra corner bracing which greatly helped ridigity. Frame was thoroughly de-tabbed, and shortened, (15+ pounds of unnecessary weight removed from frame alone) Frame was then Powdercoated “Satin” black

2. Aluminum FZR400 swingarm…. Mono linkages removed and 3 position “dual shock” tabs welded in place. Allows for shock angle and ride height adjustments in addition to adjustability of shocks themselves. Swingarm then De-anodized and polished. New pivot needlebearings were installed as well.

3. Works Performance shocks…. Dual rate, valved and sprung for 175-180 pound rider. These shocks work wonderfully on this bike!

4. Front fork…. Stock H2, with Progressive springs. Lowers powdercoated black. New seals and dust boots. Caps are custom road-race Billet extensions that allowed for mounting clip-ons above upper triple clamp without sacrificing fork travel.

5. Fuel tank…. Late ’60’s British Aluminum Thruxton or Triton style “Cafe” tank cut and modified to fit KH500 frame. New Billet Aluminum “pop-up” cap installed including vent hose to catchbottle which eliminates vent leakage under hard cornering. Pingel petcock. Graphics on fuel tank are 3M vinyl and are easily changeable. This is actually the 2nd color scheme I have had on the bike. The bike spent a year in “Candy Green” before deciding on Black when I added the Gold Sun wheels last year. Fender and Tail section are all that needs paint if you do decide to change the color yet again. I will include a few rolls of different colored vinyl for you to experiment with if so inclined.

6. H2R style fiberglass tail section…. Cut and modified to fit KH500 frame. Seat and side areas reinforced with additional fiberglass for strength. Storage compartment is accessed through perforated aluminum panel (shown in video), which is attached via Velcro (light weight!). Tail houses Oil-Injection filler cap (tank located beneath tail), and is still large enough to carry tool kit, spare plugs, etc. Seat Padding is 1″ closed-cell foam and believe it or not, it isn’t as uncomfortable as it looks….. Riding position is comparable to most modern sportbikes, with a little less weight on the wrists.

7. Aluminum (Vortex? i cant remember?) Clip-Ons…. doweled into top triple-clamp to eliminate possibility of rotation on hard braking and acceleration.

8. Sidestand… shortened ZX636 Ninja…. 1/3 the weight of a stock “solid” sidestand.

9. Rearsets are modified Raaske… to be honest, this is one of those things I intended to eventually upgrade and still a bit rough around the edges. Modern ZX Ninja, Honda CBR, Yamaha R1, R6, Suzuki GSXR style pegs would save a bit more weight and look a lot better. Shift lever is a single unit (KV75) mounted directly to the shift shaft. This eliminates ALL possibility of slop through linkages for more positive shifting. Shifting does require a bit more “force” as leverage was lessened, but once used to it, shifting becomes 2nd nature. Brake lever is cable to drum as described below.

10. Stock H2 steering damper…. in excellent condition and works well.

11. Stock H2 triple clamps (lightened) with new tapered roller bearings

WHEELS AND BRAKES

1. Sun Gold Anodized 18″ Aluminum rims (2.15 front 3.5 rear) laced with stainless Buchanan spokes to lightened S3 400 rear hub and KH500 4-bolt front hub. All hub and brake components powdercoated “Satin” black

2. 520 DID X-ring chain conversion with Sprocket specialist “Titan Tough” hard anodized aluminum rear sprocket. 16/51 or 3.18 (stock H2 being 15/47 or 3.13). 16 tooth countershaft sprocket used to gain chain clearance around larger FZR400 swingarm pivot tube.

3. Bridgestone BT45 Battleaxe tires (140/70-18 rear 110/80-18 front)

4. Rear Brake is stock A1/A7 (lighter than S3 unit) drum. This brake is nothing more than a road-race spec “Hill holder”, as there isn’t a lot of leverage with the Raaske brake pedal/cable set-up.. No Matter, as I do not use rear brake unless riding in rain or dirt… This bike obviously wasn’t ridden in those conditions. (save for getting caught in a rainstorm at Deals Gap 2 years ago). If you are a “Rear Brake” type of guy, you will definately need to address this…

5. Front brake…. Nissin Master (Sudco), Stainless braided brakeline, rebuilt Nissin EX500 caliper with EBC HH pads.. MORE than enough brake for this bike during spirited street use. Will lift the rear wheel under hard braking.

6. Front rotor is stock KH500 (4-hole) that has been lightened. Drilled and thinned to 5.5mm.

7. Speedometer is a magnetic sensor (Stingray) Bicycle Computer. Battery recently died in this unit, so I purchased a new Sigma Computer to replace it. The stingray was only good to 120 mph any ways and needed upgrading. The Sigma is good to “as fast as this bike will go”, which is definitely higher than 120. Buyer of bike will get the new Sigma in box and ready to install.

ENGINE

1. Early ‘74 H2b engine cases w/rare factory aluminum slugs. Slugs removed and cases then fited with Suzuki GT750 “silentblock” rubbermounts. Takes away ALL of the nasty H2 engine vibes, and makes the bike a pleasure to ride long distance. Oilpassages drilled to accept ‘72 H2 cylinders and early (better) ‘72/’73 oil injection system.

2. ‘72 H2 750 high-cut cylinders… Cylinders are on 1st overbore and have been ported to a “Stage 2″, which I was told is similar to Denco 120 specs (crank hp)

3. Aylor Engineering Reed Valve kits installed to bring back all the missing “bottom end” which happens when any amount of portwork is done.. Kits feature Boyesen Dual Stage reed petals and modified Wiseco pistons. Probably the best “Drivability” modification done to this bike. The engine is just as happy putting around at 2000 rpm as it is screaming past 8000+. Engine no longer exibits any amount of typical “H2 surging”, and has excellent throttle response even from low RPM’s.

4. Heads… Outer heads welded for strength. Heads beautifully machined by Chuck “Supertune” Quenzler in Florida to modern specs. Combustion chamber design, squish, volume info sent to me from Leo M. in the Netherlands, who is always on the leading edge of Kawasaki Triple technology.. Static compression is at +/- 150 PSI, and runs perfectly (without detonation) on regular 91 Octane pump gas.

5. Transmission was sent to Mark Doucette at R&D racing transmissions in Florida, a foremost authority on high performance Motorcycle dragracing and roadracing transmission. Parts received magnaflux and roadrace spec back cut on all 5 gears. Shimmed to better than factory specs using all new shims and clips.

6. Clutch is stock H2 w/full Barnett spring and plate package.

7. Project-H2 Sytech clutch actuator makes clutching a 2 finger affair, even with the 5 Barnett springs. New cable.

8. Stock “early” H2 oil-injection system with stat-o-seal crush washers. Oil pump cover drilled and “sight window” installed so you know at a glance that the oil injection cable is working (a common failure on these bikes)

9. Mikuni TMX35 Flatslide carbs.. These carbs have AMAZINGLY “crisp” throttle response when coupled together with the Reeds and Chambers. Still set up a bit on the “rich” (safe) side of things, but once again.. I like my engines to last…. One thing these carbs will probably need is new “lighter” gauge springs made. These carbs are originally designed for modern single cylinder 250 Moto-X bikes (cable pulling on only one carb), so 3 of them together requires a bit of force from your throttle hand. I just got used to it.. You can tell by the looks of the right handgrip.. lol

10. Neville Lush (Australia) designed expansion chambers. Mild Steel cone kits rolled by Leo Molenaar (Netherlands), and assembled to fit frame by myself and good friend Pat Foner, who is a locally renowned bike-builder in his own right. Pat and I have well over 20 hours into cutting/welding/fitting these pipes to the frame for maximum cornering clearance. Old-School welds were purposely not ground down or cleaned up as a tribute to the roadrace pipes being built in the late ’60’s-early ’70’s…although these pipes are Substantially FATTER/BETTER than the skinny chambers of yesteryear…. I have been applying “Mop-N-Glo” to these a couple of times a year to keep the rust away.. So far so good. I was going to have them ceramic coated, but the “RAW” bare steel just works with the rest of the bike. Pipes are a “Torque” designed pipe for EXCELLENT streetability. I’d guess they are making max HP around the 8200 RPM mark and sign off well before you hit 9000. No reason to over-rev an H2 on the street. Crankshafts last MUCH longer that way. Silencers are modified DG “Ovals” held in place by moto-x spec “Moose” clamps. Silencers are Lightweight, and not overly loud, but still retain that wicked H2 howl when you’re “on it”.

11. Crankshaft was sent to Damon Kirkland (”the crank god”) of Dothan, Alabama for FULL rebuild. Crank was fitted with newer style “slotted” rods, new Factory Kawasaki Seals (now NLA) and new bearings.

12. Engine covers (clutch, stator, oilpump, countershaft) all Powdercoated “satin” black. Shift and kickstart levers were also Powdercoated.

IGNITION SYSTEM

1. Ignition system is primarily “Stock” H2 with the exception of the Neville Lush Mini-coils, which offer higher output at 1/3 the weight and space. New non-resistor plug caps and wires. CDI box is stock H2. Stator is NOS (new old stock) H2. Kill switch located in hidden toggle. Wiring harness custom built to accomodate only those things necessary for spartan street use.

LIGHTING, GAUGES, AND OTHER ELECTRICS

1. Headlight is PIAA Diachronic 55w beam. Extremely bright, lightweight and compact. Remote on/off switch mounted to side of Tachometer. I did not modify the headlight wiring harness when installing, instead tightly bundling it up and locating it under the headstock gusset plates along with the inline fuse.

2. Tail/Brake light is LED, which is also Extremely bright and lightweight. (brake light is only operated from Master Cylinder switch as I do not use rear brake)

3. Charging system is as stated above…NOS. Has stock (late model H1/H2) Voltage Regulator/Rectifier and Bat-Pac Battery Eliminator Capacitor.

ALL of the ignition components are located beneath the fuel tank (barely). Coils are fixed via an aluminum jacket and zipties, and CDI box and Voltage R/R via small brackets. This bracketry is meant to be solely utilitarian, and cosmetics weren’t an issue being mounted beneath the tank. “Pretty” brackets will be up to the next owner.

4. Tachometer is cable driven “tiny tach” and is back-lit for night use. I had originally planned on updating to a Vapor Trailtech or Acewell style digital Tach/Speedo unit, but with a cable driven tach, it gives you peace of mind knowing that the oilpump is spinning since the tach and oil-pump are driven off of the same gear set.

5. As stated before, Speedo is magnetic pickup Bicycle computer. New Sigma included in sale, but needs installing.

6. There are NO turnsignals on this bike as Minnesota allows the use of hand signals.. Check with your State. Turnsignals wouldn’t be terribly difficult to add to the system.

7. There is also NO horn on this bike. Another thing that could be easily added at the expense of more weight.

I’m not going to go into any more individual detail, but there are MANY other subtle changes and modifications I have made to this bike over the last 4 years..all of which were done to improve its everyday “Ridability”…. As it stands right now, the bike/engine has approximately 5000 miles on it, and it is as dialed-in and set-up as it has ever been.. As for what it needs? Nothing really, but a new owner that is going to respect the power and capabilities of this machine. Even for a 30 year old design and frame, this bike is VERY fast, fun, and exhilarating to ride..all of the modifications (especially the huge weight reduction), giving it a very confidence inspiring feel. It is solid as a rock up to and well above 3-digit speeds, even bent over in corners. I am not a good enough rider to explore the limits of what this machine is capable of.. I do know that I have owned CBR’s, FZR’s, Ninja’s, and currently have a ZRX1200 as my “push button” bike.. NONE OF THEM come close to the sensation of riding this motorcycle. That said, This bike is NOT recommended for anybody but an experienced rider/mechanic that understands how a 2 stroke works and isn’t afraid to get his hands dirty when something breaks. It is a 2-stroke. Something will eventually need attention. You can count on it.

I suppose I should touch briefly on Cosmetics… I did not build this to be a “showbike” or “trailerbaby”. It was built to be RIDDEN, and if so desired.. RIDDEN DAILY..for hours at a time.

It is a true testament to “Form Following Function” and in my humble opinion turned out to be a beautiful machine. There are however, the typical small scuffs, scratches, nicks, dings etc associated with building a “New” bike from mostly “refurbished” parts. It has NEVER been dropped in the time I have had it. Up close and in person it resembles a very nicely kept racebike..Speaking of which, if it were safety wired, I’m sure this bike would do VERY well on the track with an experienced rider aboard. Like I said before….I am VERY happy with how it turned out, as it far exceeded my expectations of what a 30 year old bike is capable of….Not only cosmetically, but functionally as well. Even though the bike represents well as-is, it could use a thorough detailing as it has spent more time being ridden than being polished. I honestly only dusted it off for these photos….

So why am I selling it? Well, I have another “Custom” H2 project waiting in the wings that is going to take some serious time and financial dedication to get started (and completed). If I had deeper pockets, I would not even consider selling this bike, and up until a few months ago, you couldn’t have offered me any amount of money to buy it… But things change, I’ve come to terms, and I’m ready to move on. Bottom line is that I cannot afford to keep this and start another. It would cost you well in excess of $10,000 (parts and outsourced labor alone) to build this bike. That doesn’t begin to include the 100’s of hours (seriously) of labor, design, parts sourcing, fabricating, tuning, and maintaining that I have into it.."

Innovation: Craig Vetter's 1968 Suzuki 500 seat/tank combo.

2007-09-07T14:57:00.000-07:00

From Craig Vetter.com

"I took this bike drag racing at the Indy 1/8 mile drags. It was light. I was light. We were very fast.
One night after the heats, I parked it next to a beautiful, customized Triumph Bonneville that I had just dusted off. To my disappointment, nobody seemed to be interested in my slick design. Turns out it was too slick. It made your eyes zip right off onto something else. Anything else! Like the more complicated looking Bonnie.

When it came time to redesign the BSA Rocket 3, I made sure that it would stop your eye. That is the basis of the distinctive "Z" profile."

Vetters seat on display at the AMA's Hall of Fame Museum

Vetter has recently just started a new blog: Craig Vetter on motorcycle design. be sure to check it out,-it could be most interesting.

Dave Hartleip's Ducati Monza 250 Cafe Racer.

2007-09-07T14:38:00.000-07:00

Another great score from the Kneeslider.

"This bike was a literal barn find that my brother and I stumbled upon in 1975. The farmer gave it to us, and we spent the next 18 months rebuilding it into a cafe racer. We sold it to a high school friend, who rode it a couple times before the bevel drive shaft blew apart. He put it in his Dad’s chicken coop and forgot about it. I saw him at my 25-yr high school reunion and he told me the bike was still in the coop. I bought it from him, and completely rebuilt it with many additional modifications, including: Modified frame to accomodate stainless steel underseat exhaust, homemade rearsets, gas tank from a Benelli Mojave, laser cut stainless tank badges, handmade seat and steel tailcone, etc. etc. I finished it right before the 2005 AMA Vintage Days at Mid-Ohio, where it won “Best of Show - European Motorcycles”. Ducati was the marque brand that year, so it was very special to win. I never planned to show it, mainly I just wanted to see if i could build a custom bike!"

The alternative: The Yamaha XS650.

2007-09-02T20:32:00.000-07:00

From Bikernet. and originaly reprinted from "Cycle World" magazine March, 1979

"A lot has been said about tradition, about how the Yamaha XS650 sounds and feels like the British vertical Twins that dominated motorcycling in the 1950s and 1960s. Present-day cynics weaned on multi-cylinder bikes say that the Yamaha vibrates and runs rough. Compared to a Four or Six, that’s right. But within the context of being a vertical Twin without dynamic balancers to offset the natural vibration of two large pistons pumping up and down, the Yamaha is remarkably smooth. Not only is the Yamaha far smoother than the old British Twins, but it is in every way a modern motorcycle.
So while it can be argued that much of the Yamaha’s appeal lies in the traditions of its powerplant, it is also true that the XS650 is a big seller for reasons unrelated to fond memories of the past. Reasons like low initial price, easy maintenance, handling, styling.
And more esoteric reasons.
It’s the sound, as much as anything. Hit the starter button and the engine growls to life with a subdued roar, then settles into the loping gait of a large vertical Twin, the sound of an even series of cylinder explosions separated by flashes of silence.
It doesn’t purr or whine or mumble. It idles, the handlebars and front end moving with the engine pulsations, trembling in anticipation of the ride to come. It sounds like a motorcycle, not a two-wheeled Porsche; and feels like a motorcycle, not an electric golf cart. You can hear and feel the source of power, gasoline explosions encased in iron and aluminum and steel. The rider, like it or not, is involved in the reality of the machinery.
That reality starts with the 653cc SOHC engine, which is slightly oversquare with bore and stroke of 75 x 74mm. The 360° crankshaft uses three roller bearings and a ball bearing, and drives the clutch via spur-cut gear. Rod big ends have needle roller bearings, while bushings are used in the small ends. The camshaft rides on two pairs of single-row ball bearings and is driven at half crankshaft speed via a roller cam chain. Combination cam follower/rocker arms open the valves: valve lash is maintained by conventional adjustable tappets. Ignition points are driven off one side of the camshaft. Transmission is five speed. Two 38mm Mikuni constant vacuum carburetors feed the beast. The rider has his choice of starting methods, kick or electric. Weight with a half-tank of fuel is 481 lb.
Because the Yamaha 650 is a traditional sort of engine there has long been talk of its heritage.
The engine does have a heritage, but it's not the one most often mentioned, the Triumph 650 Twin. That engine was extremely undersquare (71 x 82 mm) and had two camshafts operating pushrods and rocker arms plus many more detail and conceptual differences. The only real connection is that both were vertical 650 Twins.

The Yamaha’s line of descent actually reaches back to 1955 and the Hosk SOHC 500 Twin, which in its day was the only Japanese motorcycle capable of running with the fast British machines of the period. Along its path into the motorcycle business Yamaha acquired Hosk, so that’s where they got the basics for the XS650, introduced in 1970.
The days when Twins were the fastest motorcycles are long past, but the XS650 turns in a respectable performance in class, with a standing-start quarter-mile of 13.86 sec. at 96.05 mph. That elapsed time is the same as the best recorded by the 1978 Triumph Bonneville 750, which turned 13.86 sec.; and better than the 14.14 sec. turned by the Kawasaki DOHC KZ750 Twin. The XS650 is also quicker than the Harley-Davidson 1000cc V-twin Sportster (14.22 sec.) and the 1979 BMW R65 flat-Twin (14.31 sec.).

Taken within the context of a motorcycle marketplace dominated by multi-cylinder motorcycles, the XS650’s performance doesn’t fare as well. But even though it isn’t quicker than the Fours in the same size category, the XS650 Twin does hold a few aces. The Yamaha weighs more than the GS550, 481 lb. versus 466 lb., but is far narrower in engine case width, 15 in. for the Yamaha compared to 21 in. for the Suzuki. In the case of the Kawasaki KZ650, the Yamaha is both lighter and narrower than the Kawasaki’s 493 lb. and 21 in. of case width. The Yamaha actually weighs 7 lb. more than the Honda CB650’s 474 lb. with half a tank of gas, but is narrower than the Honda, which measures 20 ¼ in. at the cases.
Besides being narrower than competing multis, the Yamaha also carries its engine weight lower. That lower center of gravity means that the XS650 can be flicked from side to side and can change direction more easily and quickly than the Fours. It means that the Yamaha feels lighter in traffic and at speed, and steers faster. The difference a lower center of gravity makes shows up dramatically when the rider is cutting through traffic, a time when the ability to make quick lane changes is desirable. The narrowness of the engine also makes riding between lanes of a traffic jam (in states where that’s legal) less nerve-wracking-the Yamaha can fit through a tighter space with more clearance.
More than drag strip times and numerical comparisons of engine width and motorcycle weight, it is such actual riding experiences that reveal the most about a motorcycle’s character.
The XS650 has a broad powerband and runs easily at low rpm. Starting at 2000 rpm and shifting up at 4000 rpm feels natural and is enough to run away from traffic. Below 4000 rpm. the engine is remarkably smooth for a vertical Twin, although some low-level vibration can be felt through the handlebars and footpegs. Even so, the mirror image is reasonably clear. The bike makes its best power above 5000 rpm, but low-frequency vibration increases dramatically above that engine speed and can be felt through the seat as well as through the rubber-mounted bars and pegs. In spite of the fact that the KZ750 Twin has dynamic balancers to theoretically reduce engine vibration, the XS650 actually vibrates less at higher rpm than the Kawasaki. The Yamaha is also smoother than Triumphs we’ve ridden.
An indicated 65 mph requires about 4200 rpm, and at that engine speed the machine is smooth enough that our riders could stand a long day in the saddle without discomfort.
A long day wouldn’t make the rider’s arm or wrist sore from holding the twist grip open, because the Yamaha doesn’t have excessively strong carburetor return springs. Besides making life a little easier for the rider’s throttle arm, the butterfly-throttle, vacuum-piston Mikunis also have a lot to do with the Yamaha’s excellent gas mileage. The bike averaged 51.4 mpg on the Cycle World test loop, a mixture of city and highway riding and did marginally better (51.6 mpg) in constant-speed high- way riding; That means an XS650 ridden at an indicated 65 or 70 mph on the highway can travel about 200 miles before the fuel tank runs dry. Even during the hardest highway running, the Yamaha delivered 46.8 mpg, a figure some multis couldn’t reach at a constant 40 mph.
But back in town the carburetors contribute to an annoying amount of driveline snatch, especially when creeping along in first or second gear with traffic. It is impossible to accurately control engine speed at very low rpm in the lower gears and the bike won't stay at a steady speed. Instead, the machine wants to constantly accelerate or decelerate - a constant state isn’t attainable.
Accumulated transmission gear engagement dog tolerances combine with the low-speed carburetion inaccuracies to cause the Yamaha to jerk back and forth as throttle is applied or released. The trait can be compensated for by careful use of the throttle and clutch, but idling smoothly along-in gear and with the clutch out isn't possible.
The transmission which has proven itself during the XS650’s lifetime requires a firm foot on the shift lever. It doesn’t clunk, but is a bit hesitant to slide from gear to gear. The transmission works, but won’t earn praise for effortless or slick shifting.
The only time the clutch demands notice is immediately after a cold start. The clutch squeals and squalls at the engagement point, grabbing and making smooth starts difficult or impossible. The noise is caused by inadequate initial lubrication of the clutch basket bushing, which is only stressed when the clutch is disengaged. After a few minutes of running, oil reaches the bushing and the squall disappears. A Yamaha spokesman said that XS650s have always had that peculiarity, but that it isn’t harmful.
The bike starts easily even on cold mornings if the correct procedure is followed. The “choke” lever actually activates enrichening circuits in the carburetors. With the “choke” on and the throttle left closed, the XS650 starts quickly. But the motorcycle won’t start if the throttle is opened at all.
By removing the passenger grab strap and substituting a grab rail behind the seat, Yamaha engineers improved the XS650’s seat a great deal. Seat grab straps have a nasty habit of being positioned just where the solo rider wants to sit, making the seat less comfortable at best and often numbing the rider’s butt during long rides. The 1979 version of the 650, thanks to that simple change and also the suspension, is the most comfortable XS650 so far. Fork compliance is good. With a 140-lb. rider and no baggage, the rear shocks are too stiff, but that’s a matter of personal preference. Suspension action on both large and small bumps is above average. The only chassis flaw encountered during highway testing was a tendency for the Bridgestone Super Speed tires to follow freeway rain grooves and produce a slight front end oscillation noticeable through the handlebars.
In sporting use the XS650 acquitted itself well, largely because of its low center of gravity and ability to turn quickly without requiring a lot of rider force. Instead of having to lift the bike up - as is the case with many street bikes - from one side and throw it down on the other side to make fast left-right transitions (as in ess curves) the rider can accomplish the same thing with far less effort. Simply put, the Yamaha Twin responds to rider input quickly and easily. Only the fastest, quickest - entry turns produced the barest hint of a wallow with the shocks at the lowest preload setting. At the highest speeds it is capable of attaining, the XS650 handles almost perfectly. Ground clearance is excellent, and only the hardest riding is likely to drag parts. On the left side, the side stand scrapes. On the right side the footpeg and muffler bracket mount bolt will scrape, but only at the point at which the tires slide and lose traction. When the bracket bolt touches down, the rider better be ready to try a flat-track-style slide or else abandon ship. It takes an extreme lean angle to get into that kind of trouble.
The single front disc feels strong and is controllable, but we had problems keeping the rear drum from locking during panic stops (for braking distance tests). Rear brake control under normal conditions wasn’t a problem. Front brake effectiveness is limited by tire adhesion - the brake can deliver more stopping power than available tire traction can handle. Finding the point of maximum deceleration while avoiding lock-up is not difficult.
Instruments, lights, controls and electrics are all what we’ve come to expect from Yamaha. They work, and work well. Turn signals are self-canceling. Instrument illumination at night is especially good. The numbers on the speedometer and tachometer appear white during daylight hours, but glow a subtle orange at night. Readability is excellent and so is speedometer accuracy: indicated 60 mph is actually 59.36 mph.
The fact that motorcyclists today are not surprised when a bike has reliable electrics and readable instruments and easy-to-use controls shows just how far motorcycling has come since the days of British dominance. Old-time Triumph owners never bought one replacement part - they bought two.
The XS650 really isn’t very much like the Triumphs and BSAs of old. It’s a modern motorcycle, refined and honed and civilized, and it does what it does very well."

Craigslist treasures: 1981 Puch Cafe Racer.

2007-09-02T10:43:00.000-07:00

Recently spotted on The Bay area Craigslist is this brilliant 81 Puch Moped Cafe Racer. It has a two speed auto. Aluminum rims, cafe race bars, bap muffler and adjustable shocks- a snip at a mere $850.00 or best offer. See the full ad here.

Ode to the Dustbin Fairing:

2007-09-01T20:06:00.001-07:00

Edited for size From RoadRacerX

Airtech Streamlining's Dustbin fairing on a MV Agusta 175

"Dustbin fairings were banned by the FIM in the years after WWII. It was a period of increasingly restrictive rules, as forced induction (i.e., turbo-charging and supercharging) was also banned. Nominally, the fairing rules were put down to ensure that motorcycles had adequate steering lock and were not imperiled by crosswinds. The truth is probably that the rules were British punishment for the Germans’ starting the war and the Italians’ role in it; the restrictions definitely extended the useful life of the British racing singles that made up the bulk of 350 and 500cc grids.

The rules that define legal motorcycle fairings have hardly been revised since. Both wheels and the rider need to be pretty much fully visible when seen from the side. I think it’s time to toss out these rules in MotoGP. If the rules were binned, it would not be long before we’d see a return to full—dustbin-style—fairings.

Airtech got this from a purchase of old molds that were from Greasy Dick Kilgore's Fibercraft. This beautiful dustbin fairing is fairly narrow but has worked on singles, twins singles, twins and four cylinders applications

Here’s why I think dustbins are an idea that should be saved from motorcycling’s, er, dustbin:

First, the original reasons cited for banning them no longer make sense, if they ever did. The steering-lock argument was a canard; race bikes need very little steering lock and in fact they get safer with less of it, not more. As for crosswind stability, that’s a problem that contemporary wind-tunnel testing and aerodynamic modeling should make entirely solvable.

Second, fully faired bikes would be a modern sponsor’s dream. Seamless rolling billboards with lots of logo space would make it easier for MotoGP teams to defray costs by attracting outside money.

The third reason is the most important; wide-open fairing rules in the prototype class would make MotoGP bikes and superbikes visually distinct. Although I am loathe to draw too many analogies between cars and bikes, the clear visual separation between Indy Cars and NASCAR, between F-1 and touring cars or rallying, between Top Fuel dragsters and Funny Cars, have all helped to build audiences who understand that both sides of those pairings are “top” classes in their own ways.

Right now, only real aficionados can tell the difference between superbikes and MotoGP bikes at a glance. Not only that, the two classes will tend to converge as manufacturers homologate production bikes with styling cues (those new shorty exhausts for example) and fundamental engineering (such as mass centralization) inspired by MotoGP research and development. If proddie machines echo MotoGP bikes, production-based superbikes inevitably will, too.

Over the last decade or so, we’ve seen the relative popularity (and viability) of Grand Prix racing and Superbike racing wax and wane. Right now, MotoGP seems dominant, but that championship faces rising costs (and the threat of shrinking grids). Although there are those who say that decreasing displacement to 800cc in 2007 won’t have any effect on speed, I think it will, at least at the more technical tracks. By contrast, World Superbike winter tests on new-gen Pirelli tires suggest that we’ll see some overlap in MotoGP-Superbike lap times. If the two championship’s bikes look the same and are equally fast, it’s vital that fans can see significant differences to avoid a situation in which our sport’s audiences cannibalize each other.

That said, at least at the faster tracks, the fairings would help MotoGP bikes make distinctly quicker laps, too. That would be good; it would emphasize the fact that ten million extra bucks buys something in the way of performance. But, it wouldn’t hurt superbikes; they couldn’t be blamed for not being as fast as the obviously space-age prototypes.

In the long run, I continue to believe that the best future for our sport is one with two equally prized road racing championships—a World Superbike Championship for production-based motorcycles (perhaps with even more restrictive rules than we currently apply) and a MotoGP Championship for wide-open prototypes.

Fans shouldn’t have to choose which championship they follow, any more than they have to choose between food and wine. The two should complement each other. Superbikes’ popularity will always hinge on the fact that fans can easily relate to racing on bikes like the ones they ride. MotoGP bikes should not just apply prototype technology, they should look different, too. Bringing back dustbin fairings would be the easiest way to achieve that goal."

The Manchester Online review of the Voxan Cafe Racer.

2007-09-01T08:20:00.000-07:00

From Manchester Online:

VOXAN have been around for nearly ten years, but financial problems and a corporate restructure have kept them out of the UK until now.
There are three Voxan 1000 models about to be launched as the French company sets up its UK dealer network. The bikes are the Black Magic Roadster, Street Scrambler and the Café Racer. All of them use the same basic chassis and 996cc V-twin engine.

The first thing that strikes you about the Voxan Café Racer is the meaty engine. It's a smooth, torquey motor, producing about 100bhp at just 8000rpm. Digital fuel injection keeps the throttle response rapid, although there was some popping on the over-run. It isn't as fast as a 999 Ducati, but it does feel potent enough.

The motor is set very low in the chassis, which comprises of two steel tubular backbone sections, with the engine hanging low from the main tubes. The weight of the bike is 185kgs, which is lighter than, say, a Suzuki SV1000 or Aprilia Mille. Suspension is top notch, with 41mm Marzocchi forks and a Paioli monoshock, mounted underneath the engine, which keeps the wheelbase short. The riding position is semi-race, so you soon get into chucking the bike into roundabouts and bends with confidence.

The Voxan feels precise, solid and responsive - it handles A roads with agility and finesse, but isn't quite in the Ducati 999S class.

Some details, like the rearsets, the white-faced clocks and the massive Brembo brakes, give the Voxan Café Racer a classy appearance. It looks like a connoisseurs' motorbike and worth the likely £8,000-ish price.

But other aspects, like its notchy gearbox or its dated-looking fairing section, suggest that Voxan still have some development to do on the Café Racer project.

Personally, I loved riding the Voxan and found it unique, exciting and alive with grunty power. It isn't as smooth and effortless as an SV1000 Suzy or a modern Ducati, but it has a certain charm. If you like the V-twin experience then maybe the Voxan could be your cup of café espresso.

Cafe Nation.

2007-08-31T19:15:00.001-07:00

From Cycle World:

"We were in love with speed," said one old Rocker. "Our life was bikes, burning and birds."

-By David Edwards

They’re old now. Or dead. But 50 summers ago, in England, they laid down blueprints for the sportbikes that some 125,000 of you will buy this year. They were called Rockers for the new style of music they listened to, or Ton-Up Boys for the top-speed highway burn-offs they engaged in. Stu Savory, a Velocette Clubman rider who back in the day hung out at the famous Ace Café on London’s North Circular Road, explains the drill: “This was before the days of the blanket 70-mph speed limit. Doing the Ton, 100 mph, was in! The Ace was famous for ‘record racing.’ Put a coin in the jukebox, select the Animals’ ‘House of the Rising Sun,’ jump on the bike, blast down the bypass to the roundabout and back before the record ended, averaging the Ton.”

American moto-journalist John Covington was fascinated by the scene, still going strong in the late Sixties when he dropped in.

“They don’t do the Ton on a race course or a flat stretch of country road,” he wrote in Cycle magazine. “Likely as not, they do it on the North Circular Road or the Watford Bypass or the M1 expressway. They don’t do the Ton in broad daylight when there’s no traffic and the pavement is dry. They do it at night, when challenged to a burn-off. The air will be damp and the high-beam won’t be good for more than 60 mph and there will be trucks and cars of all sizes on the road. And that, mate, is when you do the Ton.”

Early café-racers were a British invention and used combinations of engines and frames from home-market bikes. Later came Japanese bikes such as the Honda CB750, which responded well to the café treatment.
Stock bikes were no good for this sort of thing, plus new ones were too expensive for teenagers and 20-somethings, so Rockers built their own, often from scrapyard beaters.

“First to go are the standard handlebars, which are replaced by clip-ons,” noted Covington. “Racing-type tank and seat are next, then come modifications to the exhaust system, plus new paint and other minor decorating. The Rockers strive for a racer image, and so rarely hang superfluous goodies all over the machine.” The ideal was to find a gutted Norton Featherbed frame (geometry so good it was copied for decades) and stuff it full of hopped-up 650cc Triumph motor. Top off the resulting “Triton” with an aluminum gas tank, monster front brake, alloy rims and premium rubber, and you had the ultimate café-racer, an appealing mix of speed and style—in effect, the world’s first sportbike.

The term was at first derogatory, bestowed by older riders dismissing these young turks of the tarmac and their lashed-together machines as barely being able to get from one transport café to another. The local authorities also took a dim view of Rockers, who favored black-leather jackets and jackboots, and traveled in packs. Much like American hot-rodders in the Fifties, chopper riders in the Seventies and urban street-racers and stunters today, they were subject to being hassled at any time—though a rundown of their crimes suggests a certain period quaintness.

An English newspaper report from 1961 tells of police swooping down on the Ace Café and rounding up 100 Rockers, guilty of atrocities ranging from “insulting behavior” to “jeering at passing motorists” to the unbelievably heinous “indulging in horseplay.”

Everything's Ace: Originally just a cheap decorating trick, black and white checkerboards are now synonymous with café-racers.
Harry Martin, 18, was one of the perps. “We were arrested for the simple reason that we wear leather jackets,” he protested. “People are always blaming us for causing trouble, but we keep to ourselves and the Ace is our café. All the boys and girls get down there to see the bikes, and it’s the done thing for the lads to do a bit of a ‘flash turn’ when coming into the car park. There’s bound to be a bit of noise, but no rowdiness.”

Martin was fined £5 for his indiscretions, and with the others was back at the Ace the next night.

Just like blue jeans and leather jackets, that kind of rebelliousness never goes out of style (thank goodness), and café-racers still look good today, as evidenced by Steve “Carpy”Carpenter’s Rocker-style sohc Honda CB750 (above), which, he says, “snaps more heads than a cordless screwdriver on steroids.” His Southern California shop, Nostalgia Speed & Cycle has turned out about 20 examples so far, and demand is growing.

Why not? One old Rocker explained the attraction, just as viable now as then. “We were in love with speed,” he said. “Our life was bikes, burning and birds.”

Cheers, mates. Next pint’s on us.

I'll see you at the Ace-San Francisco.

2007-08-31T19:06:00.000-07:00

From Yelp.com:

"After being abandoned for nearly ten years, The Ace Cafe San Francisco has been reincarnated as a bare-bones biker bar with motorcycle racing on all of the TVs. It features an extensive collection of beer on tap and in bottles, in addition to premium wine (sorry, no hard liquor now, and I know that some of you might be skeptical of a wine rack in a biker bar, but bear with me here). There's a pool table and a jukebox that's full of your hard rock, metal, and punk favorites, as well as a kitchen serving sausages, barbecue, and chili."

Neighborhood: The Mission
1799 Mission St
at 14th St
(between 14th St & Erie St)
San Francisco, CA 94103

The best of both worlds: The Norton Kawasaki Cafe Racer.

2007-08-31T18:59:00.000-07:00

From (again!) The Kneeslider

"Look at the cafe racer here and you think, another nice old Norton or Triton, until you look closer and see an engine with Kawasaki on the side. Look closer still and you find a front fork from a Suzuki GSX-R400, a Suzuki GT750 front brake and a Kawasaki H2 rear hub, plus a big helping of self made pieces that look rather nice.

Phil Klawsuc, over in the U.K., had a 1968 Kawasaki W2 twin carb engine which he thought would go just right with a Norton featherbed frame, but he wanted it to run like a more modern bike while keeping the vintage look. The Kawasaki W1 and W2 were very British looking motorcycles to begin with but this is taking the look to a whole different level. Any cafe racer like this will take a bit of engineering to make the parts come together right but I think he did a superb job.

This is just another one of those motorcycles that will drive the purists crazy, cafe racers are supposed to be British and all that, but if you ask me, I think it’s very cool.

Check out Classic Motorcycle Mechanics for a complete write up"

Vintage motorcycle art at All Posters.com.

2007-08-25T17:09:00.000-07:00

Mondial GP: Framed and Finished Size: 21 x 27 $124.99

Moto Guzzi GP racer Giclee Print 24 x 32 in $99.99

Rider on MV Agusta GP Finished Size: 21 x 27 in Price:$124.99

Gallery: RPM Cycles Restorations.

2007-08-25T10:28:00.000-07:00

Triton

Norton Commando

A very smart Triumph Cafe Racer

The Royal Enfield Bullet Electra Clubman.

2007-08-24T08:44:00.000-07:00

From London bikers.com By Tasha Crook.

"The Electra Clubman is the latest in a long line of café racer styled machines from Royal Enfield’s UK distributor Watsonian Squire. This authentic-looking machine has been developed in their factory in the Heart of England to combine the look and sound of the classic cafe racers of the Sixties with the reliability and performance of a modern lean burn engine and, of course, the heritage of the Royal Enfield badge. At the heart of the Clubman is the proven all-aluminium 500cc single cylinder Electra engine that has amazed the press and owners alike with its incredible fuel economy (over 85 mpg is not unusual). The frame, gas filled rear shock absorbers and Avon Super Venom tyres also come from the standard road bike, as does the efficient 280mm single front disc brake.

However the Clubman looks as radically different from the road version as the original rockers’ machines because it boasts all of the ‘race specification’ parts of that era, the most striking of which is the 4.5-gallon polished aluminium tank, sandwiched between ‘ace’ bars and hand made fibreglass single seat unit. Rear-set footrests work with the low bars to push the riding position forward into a sportier attitude without sacrificing comfort or cramping the stance.

The upswept ‘Gold Star’ style silencer not only reinforces the classic racer image, it also allows the lean burn engine, (designed to help Royal Enfield meet stringent modern emissions controls), breathe more freely. Watsonian have also added discreet mini indicators, chrome mudguards and a more compact tail light assembly.

The Royal Enfield Bullet Electra Clubman sells for £4,599 on the road and the price includes a 12-month warranty.

Royal Enfield Electra Clubman Specifications:

• Engine – 499cc four-stroke single
• Bore and stroke – 84mm x 90mm
• Power – 27.5 BHP at 5500 rpm (approx)
• Fuel consumption (approx) – 87 mpg
• Ignition – electronic TCI
• Starter – electric and kick
• Transmission – 5 speed constant mesh
• Dimensions (LxWxH) – 2110 x 700 x 1067mm
• Fuel tank capacity – 4.5 gallons (approx)
• Suspension front – telescopic hydraulic fork
• Suspension rear – hydraulic dampers
• Front brake – single disc, 280mm diameter.
• Rear brake – 6-inch drum
• Weight – 165 Kg
• Seat height 82cm"

Gallery: the SR 400/SR 500 Cafe Racers of Sagaminet.

2007-08-23T09:14:00.000-07:00

Time for a bath: The Triumph Speed Twin.

2007-08-23T08:46:00.000-07:00

From motorcycle-usa.com By Frank Melling

"It's 1961. You have never heard of the Beatles. John F Kennedy has just been elected as President of the U.S., and Honda is known only as a manufacturer of quirky lightweight two-wheelers. Motorcycles are cool, respectable and fashionable. And sitting right on top of the high fashion bike tree are Triumph motorcycles.

Forty five years ago, the world center of engineering excellence was the West Midlands. Vast numbers of cars from Birmingham, aero engines to power the world from Coventry, and the world's finest motorcycles pouring out of the Triumph factory at Meriden. Even in this hot house of manufacturing, the Triumph work force considered itself to be an elite: the highest paid, the most skilled - making the best motorcycles. The rest of the world stood, they thought, in awe.

Meriden workers had every right to walk with their tails in the air. The European manufacturers were miniscule in size by comparison and had tiny product ranges. BMW produced only three different types of bikes - and one of those was simply an over-bored version of their 500cc flat twin.

By comparison, every red-blooded motorcyclist was catered for by Triumph. Sporting riders adored the Tiger 100. Americans worshipped the 650cc Thunderbird - and gentlemen rode the Speedtwin. This distinction is important to understand. Bank Managers, Headteachers, and Doctors all rode Speedtwins - as did the Police. The Speedtwin was not a bike just for high days and holidays but a mark of status and soundness of judgment. Sensible, thoughtful people making carefully considered decisions bought Speedtwins.

By 1961, the 490cc unit construction engine was three years into its design life and the staff at Meriden hit every single marketing button. The motor was softly tuned and relaxed producing only 27bhp. This compares with almost 50bhp wrung out of the same engine in Daytona road racing trim: to say the least, the Speedtwin was lightly stressed.

The clutch was feather light in operation - the four-speed gearbox light and positive. Starting was simple and reliable with a coil ignition controlled by distributor, as was common in cars of the day.

Everything about the bike reflected that it was, first and foremost, a gentleman's carriage. The rear of the bike was fully enclosed with the now legendary Triumph "bathtub" and the front headlamp was housed in an equally elegant nacelle. The 4 gallon tank was topped with another Triumph styling icon - the "bread slicer" carrying rack.

If you were, or even are, a member of the professions, or perhaps an interior designer, the Speedtwin provides the most elegant of motorcycling experiences. But behind the apparent sophistication was another and far less glamorous story. The chassis was old fashioned even by 1961 standards, as were the single leading shoe brakes. But braking and handling were not the concern of the Speedtwin rider. His was the gentle wafting along roads at modest speeds caressing corners with grace and style - not attacking them with sporting aggression.

The problem was that by 1961 the Speedtwin was providing a service which increasingly few customers wanted. In 1959, Austin launched the Mini. Now, the teacher could drive to school in winter - warm and dry. Now, the bank manager needed to be at least as well equipped as his customers in motoring terms. As for the motorcycling fraternity, 55mph cruising, soggy handling and relaxed braking was a solution looking for a problem. By contrast, Triumph could sell you the charismatic Bonneville with its modern frame and high adrenaline 100mph performance. Motorcycling was on the cusp of an historical change - and the Speedtwin belonged to the dying era.

Yet, of the many charismatic classic bikes one can ride today there are few more satisfying than the Speedtwin. Ambling along a hawthorne hedged, wild flower perfumed English country lane on soft summer's evening it is easy to yearn for a long lost era of courtesy, a ham and pickle sandwich with a pint of warm real ale - and the pride in nation of engineers and craftsmen which the Speedtwin so evocatively exemplifies. Now, all are past"

The short Dvisible history of the Cafe Racer.

2007-08-23T08:39:00.000-07:00

Written by Courtney Walker from dvisible.com

"One of the first widely customized styles of motorcycle, the café racer trend was born out of the poverty of Post War Europe. The café racer, pronounced ‘caff’, was the precursor to the widely popular sportbikes of today. In the 1950s, motorcycles were primarily used for everyday transportation. But then came Rock and Roll and the rebellious youth that took claim of this new musical style needed a special type of bike. Before the blanket 70 mph speed limit was laid forth unto the masses, the goal of many of these racers was to reach the coveted ‘ton’ or a speed of 100mph while traveling from one transport café to another. Often times the challenge at London’s famous Ace Café on North Circular Road was ‘record racing’. Averaging a ton, after selecting a Rock and Roll song on the jukebox, the racer would jump on the bike, zoom down the bypass, hit the roundabout and race back before the song was done playing. The need for speed, the need to look cool, especially in the right environment, which seemed to be anywhere Rock and Roll was played, mainly in the transport cafes, and the need to be different were the primary reasons for a bike’s conversion to a café racer. The bikes were customized not only to reflect the individual style of the rider but also to be agile and aerodynamic along Europe’s newly built twisting arterial motorways. British motorcycles were restyled and modified to reach these goals. Ducati, BMW and Moto Guzzi also played their parts in the café racer trend.

Two groups to spearhead the café racer movement were the British ‘Ton Up Boys’ called so for their enthusiasm in reaching the coveted ton and the ‘Rockers’ so named for the new style of music they listened to. Stock motorcycles were no good for these groups; they didn’t handle well enough, as well as the fact that the new bikes were far too expensive for the teenagers and 20-somethings that were the groups’ primary members. Since Triumph engines were considered powerful and Norton frames and forks delivered exceptional road handling, the definitive racer of the day became the homemade Norton Featherbed chassis/frame put together with the Triumph Bonneville engine and retitled ‘The Triton’. With a 650cc motor and lightweight frame, the nimble Triton was an appealing mix of speed and style and had enough power and handling to more easily reach the ton. It became, essentially, the world’s first sport bike.

A racer image would be the effect most sought after, so, naturally, modifications were in order. The standard handlebars were replaced by super low ace bars or one-sided clip-ons, which were fastened directly to the front forks. The bars were not only for looks but also for more accurate control of the bike and aerodynamic purposes, so that the racer would be better shielded from the wind. Next came racing style petrol/gas tanks and seats. The aluminum gas tanks were large and hand-made and most often left unpainted. Then came modifications such as swept-back exhausts and rear set footpegs, which helped give better clearance when leaning through fast corners. Lastly was the paint job, though the Rockers and Ton Up boys were distinctively black clad, from their leather jackets and down to their jackboots, they often painted their bikes in ‘fast’ or ‘racing’ colors, like yellow, blue, or silver/chrome.

By the early 1960s, the bike market was changing due to new traffic laws and road systems and many riders switched to cars. This didn’t seem to bother the racers very much. However, by the late 1960s and the early 1970s, the British bike makers were trying to cope with the emergence of the Japanese manufacturers, with the Kawasaki Z9 and the Honda CB750. The Brits ceased to innovate, simply rehashing the same bikes over and over and sending them into the marketplace.

Recently, a light resurgence of the café racer is being seen by consumers with Ducati launching their Sport 1000, Norton, with the Thruxton, Triumph and its updated Bonneville and the French Voxan Café Racer. The demand for the vintage style of the racers is growing with custom manufacturers seeing a small boom in requests from customers, as well. Like all things vintage, whether authentic or inspired, the café racer has never really gone away but has been held on to by true enthusiasts only to be appropriated by the masses much later. The rebelliousness and love for speed that bore these bikes is something that will never go out of style, only reformed and reshaped for modernity, whether that be using the look of the vintage bikes and coupling them with today’s technology, racing an actual bike from that era or riding their offspring, sportbikes."

The Triumph Twin USB drive.

2007-08-21T08:32:00.000-07:00

From Geekologie:

"Some awesome folks in Japan have created this replica of a motorcycle engine that also happens to be a USB hub. Turn it on and the thing rumbles and makes noises like an actual motorcycle engine. And because that wouldn't be weird enough on its own, this thing is also a USB hub. So you can run your USB gadgets through it while letting it rumble on your desk."

Lets go shopping: The Streamlined Motorcycle Lamp.

2007-08-20T16:18:00.000-07:00

From The Interior Store.com

Streamlined Motorcycle Lamp - By: Sarsaparilla Available in black, brass and aluminum. 10" high, 13" long. $149.00

The Featherlastic: or how to build the Norton of your dreams.

2007-08-20T15:20:00.000-07:00

By Mark Hoyer From Cycleworld

It's pretty simple, really. You just need to collect parts for years, get a few Commando restorations under your belt and have one of your friends show up at a Norton club meeting with a for-sale Featherbed frame in the back of his truck.

Okay, so building the Norton of your dreams isn't easy, but it certainly is simple. Just use the best major ingredients the English manufacturer ever made: the Featherbed frame and the Commando engine with its Isolastic rubber-mount system. As most Norton fans will attest, Isolastics were an amazing advance that allowed the big and buzzy parallel-Twin to go about the business of making major horsepower without blurring the vision or numbing the hands of the rider. And the Featherbed frame, well, it was just one of the great advancements in motorcycle handling and served Norton in the form of countless wins at the Isle of Man TT and in roadracing around the world, as well as being the basis for thousands of streetbikes through the '50s and '60s.

Looks like a factory job, no? Featherlastic combines impeccable handling of the Featherbed frame with the livability of a Commando's rubber-isolated engine.
Texan Bob Cox isn't the first guy to marry these two elements into one special motorcycle, but his effort—featured in the current CW print edition—is perhaps one of the finest executed versions on the road. To follow along with Cox's step-by-step process of building the Featherlastic in his personal build-diary, click here. Don't forget your spanners and shop apron. And as long as all you're riding is your computer, feel free to crack open a pint.

Damn kids: The Brit Iron Rebels.

2007-08-19T20:47:00.000-07:00

"The Brit Iron Rebels (BIR) was established in January 2004 as a worldwide group of individuals focused on the preservation, restoration, and promotion of true classic and retro styled British motorcycles, their related events, discussions, and camaraderie between people around the world who share a passion for the same. The BIR is a club based on the retro style of the Rockers of the 50’s and 60’s in Great Britain. Born on the Internet with regional and worldwide chapters called clans, the BIR currently spans 10 countries worldwide, as of 2007.

The Brit Iron Rebels is an incorporated entity governed by elected officers and comprised of worldwide Clans. The governing body of the BIR approves each of these Clans.

The BIR sponsors meetings, benefits, and scheduled rides. We also participate as the BIR in many other motorcycle related events.

The BIR is NOT an M.C., Outlaw, 1% group, a Harley-Davidson club, a political or religious group; nor are we a club open to just any kind of rider or enthusiast. Our membership encompasses all classic and retro British motorcycle enthusiasts: the collector, the purist, the racer, and radical customizer. Riders of all backgrounds are welcome to apply for membership. Together we create a network of contacts, ideas, friendships and enthusiasm essential to ride and appreciate classic British motorcycles."

The Hyde TX Bonneville.

2007-08-19T20:33:00.000-07:00

From Motor Cycle Sport and Leisure (November 2004)

"The new Bonneville has given Triumph an undeniable boost since its debut in 2000, but as many owners would agree, has a rather spongy front brake, modest performance and somewhat vague handling at higher speeds. Triumph has to some extent recognised this, producing the Thruxton - a cafe racer styled Bonnie with a bit more punch to go with its classic '60s styling cues. However, the sanitised machine built to meet modern standards and legal requirements as it is, still lacks the soul of some of the original Triumphs that used to rule the roads, racetracks and transport cafes of 40 years ago. No doubt Triumph would argue that most people who buy one of its classic range bikes aren't particularly after rip-snorting performance and handling - it's nostalgia these buyers want, and Triumph has proved that it certainly helps to sell bikes. It's just that, though a modern replica is mechanically stronger, more reliable and better engineered in general, they still lack the soul the original displayed in abundance. Now, for those who have such a modern 'classic' but want a bit more in terms of performance,handling and braking, help is at hand.

The standard 790cc motor has had its barrels replaced with a 902cc set from Wiseco, who have worked in collaboration with Hyde on the project. The result is a massive increase in power and torque. To ensure that power can be fully appreciated, the carbs have received Dynojet kits, and a pair of Hyde's own Thruxton-style silencers have been added to extract that last little bit of oomph. To cope with this performance boost, the front brake has been replaced with a fully floating 320mm disc gripped by an AP Lockheed four-piston caliper, equipped with sintered metal pads, and a braided steel hose.

Enter the Thruxton-spec Hyde TX Bonneville!
A fork brace now sits above the replacement mudguard to handle the extra braking forces being exerted upon them, while a steering damper helps keep things in line. The rear shocks have been replaced with some Ikon units with progressive rate springs, their adjustable damping allowing owners to fine-tune their ride.

Similarly the tyres are now Avon Super Venoms, which Hyde says provide better grip and a better rate of wear. Just to make sure nothing drags the standard footrests have been replaced with some tasty rearsets, which in turn are complemented by a set of Ace 'bars. A top half fairing sits well alongside the replacement alloy tank, and the Thruxton seat unit finishes off the overall look nicely. There are other minor mods on the bike pictured here, like replacement tail lights and indicators, as well as a rev counter kit - all of which come from Norman's extensive catalogue. Certainly this bike's got just the right look, and from a distance could easily be mistaken for one of the original works machines. And when it came time to actually ride the thing, within five miles of Hyde's Warwickshire base the grin on my face stretched from ear to ear.

The traffic on the Warwick ring road had been almost a delight despite the revised taller gearing that had been fitted for my ride, where apparently the smaller front cog will allow the bike to reach speeds of 120mph-plus, should you desire.This was not to prove a problem at any stage during the day, even when trickling through sleepy villages in the heart of Shakespeare's country or up into the hills of Worcestershire. The carburation is so good now that it pulls cleanly from 30mph in top gear, and will continue to surge well past any legal posted limit. The motor is now far more flexible and torquey than it ever was, and the bike can now be ridden almost totally on the throttle, without anywhere near as much need to bother the 'box.

The rev counter gives an indication of how lazy that motor is, but there's little need to refer to it, unless you are trying to extract those last ounces of power from the parallel twin. Even then the optional 'bar end mirror shows that its engine balance has been maintained, as there is little in the way of vibration to spoil the view to the rear. However, although picking a gear and riding that torque wave is now an option, playing tunes on the gearbox is a must just to hear the glorious cacophony of sound that erupts behind you. Never offensive, it just makes the bike sound as great as it looks, and adds to the fun immensely. And this is a bike that can deliver fun in large doses, especially on the twisty country roads of the Cotswolds, where handling and engine torque are far more important than outright top speed. On such roads you can use those Avons to their limit, safe in the knowledge that the bike isn't going to develop a weave, or catch the Tarmac with a footrest and dig in. In Hyde form the Bonneville inspires confidence, and that front brake is a revelation - easily on a par with any similarly sized Japanese mount sporting twin discs.

Perhaps best of all, various parts of the Hyde kit can be bought and fitted over time as finances allow if you don't want to make the one single outlay - although after riding the Hyde Bonnie, I'd advise any stock Bonnie owner to at least buy the engine, carb and brake kit as a matter of course. Norman Hyde has taken a retro showpiece and given it the go it's been crying out for, without making it uncomfortable or unrideable. As a result it's much more enjoyable to ride, and indeed that much more faithful a representation of the original."

The Ledgend: Dave Degens Dresda.

2007-08-19T20:11:00.000-07:00

Dave Degens is a survivor. He began racing and then building motorcycles over 40 years ago and is still thriving.

From racing in the early 1960s, Degens progressed to building Tritons for the cafe racer era, to short circuit racing, to winning the Barcelona 24-Hour Race (in 1965 and 1970), and then into a new era with Japanese-powered specials during the 1970s, when his success in the Barcelona marathon led to the Paris-based Japauto concern asking him to build an endurance racer around the four-cylinder 750/900 Honda engine.

In 1972 this collaboration resulted in the famous Bol d'Or win by the pairing of Debrock and Ruiz riding a 969cc Japauto housed in a Dresda chassis and weighing only 170kg (3751b).This success was repeated in 1973 against a vast array of works opposition: quite some achievement, and one which firmly established the Dresda name. Today, the continuing enthusiasm for classic machinery, together with a fresh interest in his first creation, the Triton, ensure that Dave Degens' talents remain in demand.

Mick Duckworth wrote this report entitled GOTHIC REVIVAL in Classic Bike Magazine in August 1986:

When Japanese multis left the Triumph twin behind in the seventies, Dresda Autos changed with the times. Proprietor Dave Degens moved away from his legendary Triumph Engined specials to build cycles around the engines that had made them appear obsolete. He was successful too, as many wins in endurance racing on Dresda products have proved, but the last couple of years have seen an amazing swing back to British-engined products at the company's factory near Heathrow airport.

Ironically, it was interest from Japan that prompted the return of Dresda Triumphs and Tritons. classic racer Tetsu Ikuzawa won an historic machine championship there in 1984 using a Degens-prepared Triumph. Several Dresda twin cylinder specials were subsequently built to be shipped east, and with Degens himself returning to the track -where he was a top runner in the sixties-to ride in CRMC races, word soon spread that the classic Dresda was available again.

Road and racing machines are being built to meet demand from Britain and abroad. The custom-specification specials use 500cc, 650cc and 750cc unit and pre-unit engines in either the Norton Featherbed frame or the Dresda lightweight chassis. Typical of the eye catching exotica that Degens produces for his customers is a Dresda Triumph that was undergoing final assembly when we visited the works.

Originally unit construction Bonneville, its engine is heavily modified internally. A Norton Atlas crankshaft with lightened bobweights has been machined to run in standard Triumph main bearings. Polished T140 conrods give a capacity of about 840cc and the flywheel has had its periphery skimmed to give clearance for the lobes of T140 camshafts timed for optimum mid-range torque. The 10 stud cylinder head has been converted to stub exhaust fittings instead of the troublesome push-fit system, and sweptback pipes carry BSA Gold Star pattern silencers in traditional Dresda style. Although of dubious benefit on the road, centrally-disposed spark plugs are fitted in keeping with the unashamedly cafe-racing image of the machine. Boyer Bransden electronic ignition triggers a Nippon Denso double-ended coil, and carburation is by a pair of 32mm Amal Concentric MkII's complete with spun-alloy bellmouths.

The awesome double-sided four leading-shoe front brake was developed by Degens and used by him for endurance racing. Marketed for a time under the CMA brand name. the l0¼in drum is still obtainable from Dresda Autos while stocks last. It's claimed to be no heavier than two discs and calipers. Two operating cables run to a double pull lever, which, like the clutch lever, is an Italian Cuppini type incorporating a click-stop cable adjuster and mounted on a Tommaselli clip-on handlebar.

Veglia instruments are carried on an alloy facia with switch gear and warning lights. Twelve-volt electrics run off an alternator with the rectifier and zener diode bolted to an engine plate. The battery is carried in a forward extension of the oil tank where it can be checked and topped-up whilst in place. The headlamp is a French Auteroche halogen unit secured in the half falling of the type favoured by Degens since he found through experiment that the lower part of a dolphin falling plays a minimal role in streamlining. Like the fairing, the petrol tank is in fibre-glass. The same craftsman has been laminating this material for Dresda since the sixties - lightness fanatics can order tanks made using carbon fibre in the resin, which weigh only ounces. A small but important detail that Degens points out on his petrol tanks is their generous recessing underneath to allow smooth runs for control cables and wiring. The machine's paintwork is firmly traditional, except for red coach-lining on the frame tubes - slightly over-decorative for some tastes, perhaps, but it is what the customer ordered. Typical cafe-racer gothic lettering adorns the tank.

Hidden under the hump backed seat on this model is an ingenious telescopic arrangement to allow the rear frame loop to extend, moving the seat back to give more room for two-up riding.

How much does a machine like this cost? (webmaster note these were 1986 prices ) Degens estimates a minimum of £1,000 for labour on most jobs, with total bills of around £4,000 being average. Much depends on the proportion of raw materials supplied by the customer and how much work that needs before it meets Dresda standards. Getting an old pre-unit engine into shape can cost more than a fairly sound, and much newer, T140 motor,' says Degens. 'Half the pre-unit engines we see haven't got the thrust washer behind the mainshaft pinion when we strip them so the crank hasn't been located properly in the mains' He points out an early T100 bottom-end in the workshop: 'That's cost £350 so far, and we haven't got to the top end yet.'

Hayward polyurethane toothed-belt transmission replaces chain primary drive and a T140 five-speed gear cluster is operated from the right. thanks to pre-American legislation T120 crankcase castings. The latest Triumph oil pump is installed with an oil cooling radiator stowed in the fairing. Lubricant is conducted to and from the cooler inside the frame, a neat arrangement which adds capacity to the 5 pints carried in a rubber-mounted alloy central oil tank.

Degens began making his own frames in the late sixties - initially because he thought the compact 500cc Triumph Daytona engine didn't look quite right in a Featherbed chassis. Originally inspired by the geometry of Aermacchis he raced for importer Syd Lawton, Degens' lightweight chassis are made from Accles and Pollock T45 tube, which is preferred to the traditional Reynolds 531 for its greater elasticity. 'Remember that 531 was designed for bicycles, which don't vibrate like motorcycles,' he explains. 'That's why the Manx Norton frame was meant to be annealed every couple of seasons.'

The frame on this machine weighs about 18lb, and its duplex loop has the tubes behind the engine sloping forward where other Dresda frames have vertical members This mainly cosmetic change was first made in the seventies to blend with sloping cylinder blocks on Japanese engines.

The Dresda box-section swinging-arm has helped tame many a flexing Jap monster: Degens originally devised it to accommodate wide rear tyres for racing. The rear hub is a lightweight conical type designed for off-road machines, and rear suspension is by Italian five-position spring and damper units.

The front forks are based on Norton Roadholder, but with several special Dresda features such as the yokes - both in steel, although alloy top yokes are available - and multi-rate Manx pattern springs. Where the standard nearside bottom slider has a pinch-bolt to clamp the front wheel spindle, Degens has converted it to a split clamp with two bolts. 'Nearly all the Norton forks we get have cracked at this point,' he says. The conversion costs £25.

Luckily, supplies of some Triumph and Norton parts have been maintained at Dresda over the years, and essential engine-to-frame templates that could easily have been discarded were preserved. Full order books mean there is a waiting list for complete machines, but special Dresda parts and all the propriety equipment used on the bikes are
available from the factory by mail order."

The beautiful world of Kino's Journey.

2007-08-16T19:11:00.000-07:00

Wiki:

"In Kino's Journey, the protagonist, Kino, accompanied by a talking motorrad, a Brough Superior motorcycle named Hermes, travels through a mystical world of many different countries and forests, each unique in its customs and people. Kino only spends 3 days and 2 nights in every town, without exception, on the principle that three days is enough time to learn almost everything important about a place, while leaving time to explore new lands. Kino does say in The Land of Visible Pain this principle is probably a lie, specifically noting "if I stay any longer, I'm afraid I will settle down."

A phrase repeated in the anime and novels is "The world is not beautiful, therefore it is." Kino's Journey explores what the anime director Ryutaro Nakamura described as "a radical sense of 'beauty," and brutality, loneliness, nonsense, oppression and tragedy are often juxtaposed against compassion and a fairy-tale atmosphere.

For protection and hunting, Kino carries a .44 single action revolver (called "the Cannon", based on Colt M1851) that uses liquid explosive in place of gunpowder and a .22 automatic pistol (named "the Woodsman", based on Colt Woodsman). Later in Kino's adventures in the novels, Kino also uses a semi-automatic sniper rifle (called "the Flute", based on Arisaka type 99) along with a variety of other tools including knives. Kino is an unusually quick draw and practices every day before dawn.

Technology in this world exists, sometimes to the level of science fiction, although anachronisms are common (for example, the same land that has talking robots also appears to have phonographs, yet simultaneously the world hasn't developed heavier-than-air flight). The level of technology also varies from country to country. The world is not heavily magical (the only "magical" elements include land that moves, a talking motorrad, and a possibly talking dog), although it has a certain fairy-tale quality."

The time machine: Moto Paton's 500 cc Racer.

2007-08-16T18:48:00.000-07:00

Another great link from the Kneeslider:

"There was once a time when motorbikes were created by the passion and genius of people who would reach their dreams with extraordinary resolution. From the passion, skill, and resolution of Giuseppe Pattoni, the "Pep", at the beginning of the sixties the Paton twin 4 stroke was born. The first displacement was 250cc, then it grew to 350cc and finally 500cc in order to obtain a huge number of important national and international results.

About ten motorbikes were built in ten years. "Pep" worked on the twin after his normal duty in the workshop of Giogio Pianta and although his financial resources were very limited compared to those of his competitors, he gained enough success to reach an important place in the history of the racing motorbikes.

There are more than a few experts who acknowledge to this motorbike an exceptional place in history and Roberto Pattoni, who inherited from his father the honor and responsibility to continue the activity, is constantly receiving requests for building more models of the most famous of the Paton bikes. So, Paton entered a new challenge in building again the 4 strokes twin with usual passion and greatest efforts, with the help of the best available technologies in order to create a new motorbike with the same characteristics of the original one, but more technically advanced. Starting from the yellowish but precious forty year-old drawings and going through the latest mathematical processes together with the most updated mechanical processing, the new 4 stroke twin is living again as "Riedizione Ufficiale".

In the motorcycle scene there are several "replicas" of historical motorbikes. But that is not the case of the Paton BIC 500 8V RU, which cannot be defined as replica as it is exactly the same model built by the same maker. It is rather a natural evolution of the same bike which raced in the sixties and seventies, built by the same factory which since then has never interrupted its activities.

The production will be limited to just a few pieces, created by hand, one by one, with the most caring attention. It is a perfect example of the highest-level craftsmanship, which has always been admired in the past, just as it is now. The twin will be available for collectors who are fond of classic bikes and who will be proud to show it in the various historical meetings. But the Paton 8V RU is most of all a racing bike and will be a fabulous companion to the drivers who will decide to compete in the historic bike races.

The Twin Paton 4 stroke participated in more than 150 official competitions from 1966 to 1975 obtaining precious results in Italian championships and World Championships. Many important riders raced with the twin Paton such as Fred Stevens, Angelo Bergamonti, Billy Nelson, Virginio Ferrari (Ferrari raced the Bimota frame model), and Roberto Gallina."

Bator International is the American Distributor for Moto Paton

"The production will be limited to just a few pieces, created by hand, one by one, with the most caring attention. It is a perfect example of the highest-level craftsmanship, which has always been admired in the past, just as it is now. The twin will be available for collectors who are fond of classic bikes and who will be proud to show it in the various historical meetings. But the Paton 8V RU is most of all a racing bike and will be a fabulous companion to the drivers who will decide to compete in the historic bike races."

Review: The leather boys.

2007-08-14T21:51:00.000-07:00

From Webbikeworld:

The Leather Boys
Director: Sidney J. Furie
108 minutes
Made in 1963
Starring Rita Tushingham, Colin Campbell, and Dudley Sutton.

"Even though this film is often listed for sale on various motorcycle book and video sites, it is not about motorcycles. It is, however, a surprisingly good film.

When I bought the DVD, I had a vague notion that the film was something about '50's British rockers hanging out on Nortons and Triumphs at the Ace Café in London. Well, yes, there are some great shots of very classic motorcycles, the original Ace Café and the look, the feel and the sounds of that era of classic motorcycling. But the motorcycles provide only the ambiance that serves as background support for the main themes, and are not the featured event.

There are several factors that are necessary to make a good film. Things like the plot, the screenplay, the direction, the photography and the editing are among the obvious. But one thing that is almost always present is a multi-level plot that works on various levels and comes together in the end, and The Leather Boys has it in spades.

On one level, it's a film about the immaturity of teens in lower-class Britain and how they mistake lust for love and show a stunning immaturity regarding marriage. It's also a little bit about teen rebellion against stuffy parents, most of whom are played as very old fogies with hardly a clue as to what motivates the younger generation.

Colin Campbell does an excellent job as Reg, a bike-loving mechanic who falls for Dot (Rita Tushingham) and has a too-healthy libido. Dot quits high school and they get married, which adds complexity to the layers with a commentary on youth, commitment and maturity.

Dot turns out to be unsurprisingly (to us) shallow, and Reg gets fed up and leaves to hang out with his mate Pete (excellently played by Dudley Sutton). They end up moving in to Reg's grandmother's house together to save money on rent. One of the great things about the film is how it slowly becomes apparent to both the viewer and to Reg that Pete is gay and has fallen for Reg and considers him as his own. It's ironic that the Dot/Reg relationship failed but the Reg/Pete relationship seems more successful and is, in a way, a more ideal pairing.

But as Reg realizes what's happened, he reevaluates his life and ends up back with Dot. I think it's all done very well and was certainly a very risqué film and topic for the '50's. It is much more frank and straightforward about the problems of youth and society in general than anything that came out of Hollywood about these topics during that era.

The Leather Boys has great shots of bikes, the Ace and the clothing that we see today only in the pages of "Classic Bike" magazine. As long as you realize this is not a movie about motorcycles, but a very good film that is a social commentary, I think you'll enjoy it. I was surprised and delighted by this gem of a film that will unfortunately remain forever obscure because of its title and because, ironically, it is classified as a motorcycle movie."

From Wiki:

"The film is based on a novel commissioned by the gay London literary agent and publisher Anthony Blond. He wanted a working class "Romeo and Romeo" story and got it, in the tradition of Mary Renault, from a female writer named Gillian Freeman. In contrast to La Renault, though, Ms. Freeman's two male protagonists are not highly educated or members of the upper class.

The film plot was changed considerably, presumably to make it more palatable to 1964 movie-goers. Only one of the main male characters is gay in the film (with Reg leaving Dick upon finding out his sexuality at the film's end) but, while neither has a happy ending, in the novel there is no ambiguity whatsoever regarding the love between Dick and Reg.
The book was published in 1961 under the pseudonym Eliot George – an inversion of the famous 19th century female author, Mary Ann Evans, who published as George Eliot. Ms. Freeman is credited in the film as the author of the screenplay based on the novel of Eliot George."

Reserve not met: Ebay goodies.

2007-08-14T21:19:00.000-07:00

Item number: 300139985122/ 1966 Honda : CB 160 Cafe Racer:

"Bike is street legal with title in my name although I have let the registration expire as I haven't been driving the bike. Bike fires right up, runs great. Needs to be cleaned and detailed. The engine is entirely stock and modifications to original 160 format are cosmetic. The pipes are modified stock pieces, shortened and capped. For those who know 160's you know they are a blast and a comlete riot. Fires at 360 degrees, thus sounds like a baby triumph. In my opinion, these are better than 250/305 super hawk with a lighter, more racy feel. I broke the odometer cable and odometer may need repair. The actual miles are less than 7,000. Sold as is where is without warranty and reserve right to end auction early. Successful bidder responsible for picking-up/shipping. PS: the part seen on the ground is the smaller fairing system that goes around the front of the engine and bolts to the main fairing, to further fair-in the motorcycle. The fairing is made of very high quality fiberglass, with glassed in metal mounting tube frame, all in excellent condition, considering age and usage."

Item number: 190137985976/ "Nortley Fartster":

"This is a hard core cafe racer in the rocker style of the 1960s. A 1988 1200 Harley sportster engine in a Norton wideline featherbed frame. It will probably eat a Norvin, yet be a lot easier and cheaper to keep running. 28000 miles on engine before transplant. Engine is stock except for S&S carb, Crane ignition with Nology coils and wires, Sputhe compression releases, and a custom made kick starter, probably the only one to be found on an evo sporty. It usually starts first kick. Norton commando forks, Suzuki water buffalo 4 shoe front brake, Excel rims, stainless spokes. Wheels built by Buchanan. Brakes trued and relined by Metal Frictions. Dunlop tires. Works Performance rear shocks. X ring chain, Scottoiler. The bulk of the small fittings are custom made. The machine was custom built over a period of years, and further developed since its first run in 2001. The machine is offered as is, complete, with warts and all. The paint is rough. Straight clip ons and special tools to maintain the bike are included. Do a Google search on Nortley Fartster to see more"

The Hyde Harrier.

2007-08-14T21:13:00.000-07:00

From Real Classic.uk

"Which bike do you choose if you want an old fashioned air-cooled triple with all mod cons? This one should be on your shortlist...

There's something about the old Beezumph triples: they just seem to beg to be updated, uprated and re-invented. The Rob North specials spring to mind, as does Craig Vetter's Hurricane, Les Williams' Legend and Trevor Gleadall's Renegade (any more, anyone?). It seems that everyone wants to fit the old three-cylinder engine into a new chassis, and maybe give it a few tweaks en route. Norman Hyde couldn't resist the challenge, and his creation was christened the 'Harrier'.

The Harrier was born nearly two decades ago, but it still attracts attention. Last month, a Hyde Harrier cafe racer triple fitted with a previously unused Triumph T160 Trident engine, went to its new home at the National Motorcycle Museum's collection near Birmingham.

Norman Hyde worked for the old Triumph company from 1965 to 1975, where he worked as development engineer and was involved with projects like the OHC Trident, the Quadrant, the 350cc Bandit, the 900cc Thunderbird 3 (T180) and the Norton Commando 8-Valve, before setting up his own specialist parts business. Norman has marketed the sleek, racer-style Harrier triple in kit form since 1988, sourcing the frame and other key cycle parts from Harris Performance Products.

Setting the engine well forward and reducing fork rake gives the Harrier more modern handling characteristics than the original Triumph Trident. Mick Duckworth was the first motorcycling journalist to ride a 1000cc big-bore Harrier back in 1998 and he 'found the torque of the big engine and the taut roadholding of the chassis [to be] a brilliant combination.'

Customers usually provide their own engines, but the Museum was supplied with a complete ready-to-go Harrier, powered by a standard 750cc three-cylinder T160 engine never previously installed in a motorcycle. The three-into-one exhaust system is by Harris. The machine has a Triumph front fork, Ikon rear shocks and Hyde's latest brakes with fully floating discs.

If you are so smitten by the Harrier that you have to own one, then (if Norman will build another one) you can select your own specification to build a triple best suited for road or track. You will occasionally see a Hyde Harrier being used in competition - with twin Cibie headlights tucked into the sleek fairing they even look like the part for endurance racing. Decent lights come in damn handy on the road, too!

The photo above shows Museum owner Roy Richards greeting Norman Hyde as the Harrier changes hands. 'This beautifully-crafted classic brings together the best of old and new in British motorcycle engineering,' said Mr Richards. 'The Hyde Harrier is a highly valued addition to our growing collection.'"

Gallery: Sidecar racers.

2007-08-07T11:25:00.001-07:00

I received these grand pictures from an anonymous reader and have no idea where they came from, so any known sources please feel free to step up..until then enjoy!

The art of Ky Michaelson.

2007-08-07T11:11:00.000-07:00

"The Human Fly"
Rocket Powered Motorcycle
Built in 1977 for the comic book character "The Human Fly". The motorcycle has two 1500 lb thrust Hydrogen rockets. The motorcycle is capable of going 220 mph in 5 seconds. The Human Fly jumped over 26 buses with this bike in 1977 in Montreal, Canada.

"Ky Michaelson, a.k.a., “Rocketman” has been interested in rockets and speed since he was a child. At the early age of 12, Michaelson was given a Gilbert chemistry set for Christmas. That was his start in learning to experiment with various chemicals. It wasn’t long after that he learned how to make black powder, which led him to create his very first rocket motor. Although challenged with Dyslexia, Michaelson focused his academic energies into these and many other creations including a radio which he built and brought to school in a hollowed out math book. In 1969, Michaelson built a rocket-powered snowmobile that made its way into the Guinness World Book of Records. After accomplishing his first world record he decided to go after every acceleration record in the world. In twelve years, Michaelson’s rocket –powered vehicles set 72 state, national, and international speed records.

Michaelson has turned his passion into a career. As a stunt coordinator and stunt equipment creator/innovator, Michaelson has worked on over 200 films, television programs, and commercials including numerous Burt Reynolds movies and “That’s Incredible” television episodes. There have been literally hundreds of feature articles written about Michaelson and his adventures.

Throughout the years Michaelson has always held a great interest in space exploration.
Most recently he concentrated his efforts on rocketry. On May 17, 2004, Michaelson and his Civilian Space eXploration Team (CSXT) were the first civilians to get a federal license to launch a rocket above 100 kilometers, the official boundary of space. While accomplishing this lifelong dream, Michaelson reached yet another speed record of 3,420 mph.

Through all these adventures and record breaking activity Michaelson has held a high aesthetic criterion for his rocket-powered items. Each piece has been painstakingly hand crafted, and fabricated without the use of blue prints or written plans. Even when found or pre-fabricated items are used to complete a piece, Michaelson spends much time considering the complete and overall visual affect.

The Bloomington Art Center views Michaelson’s work as functional sculpture, seeing in them their crafted beauty as well as their completely functional use. We are excited to showcase this local talent, his adventurous life, and his quest for beautifully crafted rockets."

Twin Engine BSA Motorcycle
Built in 2000, this is the third BSA twin engine motorcycle built by Michaelson. In 1962 Michaelson raced and set records with a motor just like this

Cafe Racing to New Deli.

2007-08-06T16:58:00.000-07:00

From the IndiaTimes Network By Shahwar Hussain

"NEW DELHI: In a country where the roads witness bumper-to-bumper traffic and where the average speed in the stop-go traffic seldom exceeds more than 45 kmph, it is rather surprising that someone should build a Cafe Racer out of an Enfield Bullet 350. Riding a normal motorcycle in the maddening traffic and in the bad road condition can give you bad backache, so just imagine how uncomfortable a Cafe Racer would be.

A Cafe Racer has a low seating position with even lower clip-on handlebars. But on good roads and with relatively lesser traffic, a Cafe Racer is a pleasure to ride. This particular Cafe Racer was build by its owner Captain Raj Kumar and it cost him over Rs 1 lakh which included the price of a brand new Enfield Bullet AVL 350.

The cost had exceeded the estimate somewhat because some parts needed reworking a number of times. For example, the petrol tank had to be handcrafted four times before the craftsman finally got it right.

The frame and the engine were not tampered with at all. In fact, without the necessary technical expertise, any modification in the frame could ruin the bike's handling. The only modification carried out that has any connection with the frame is the relocation of the rider's footrests.

The wide and low seat is actually pretty comfortable. The Cafe Racers that are seen on the streets of England, US and other European countries have a single seat and only a microscopic minority has any provision for a pillion rider.

But our man here thought that a small and thin pillion seat would make the bike a bit more practical and he is right. Cafe Racers around the world generally have clip-on handle bars. These handle bars in reality are two separate pieces, a little longer than the size of the throttle grips and they are fixed on the telescopic front suspension near the headlights.

With clip-ons, the riding position becomes rather low. There has been a small deviation from the clip-ons and this racer sports a specially made one-piece handlebar that is not quite as low as the clip-ons but gives you the feeling of a racer any way. Low seat and low handlebar always gives one a feeling of speed. The petrol tank got the full chromium treatment with copper base and has lettering in gold that looks just great.

The tank is completely new and has been made from one single piece of sheet metal and only the base has another piece of metal. Because of the low handlebars and the low seat, the position of the rider's footpegs had to be altered. They were shifted backwards from their standard position. But shifting the footpegs was easier said than done. In its stock form, the kick pedal comes down from behind the footrest but here since the footrest was moved back, it interfered with the kick lever.

A separate bracket was made from a thick blob of steel and into it was incorporated the foldable footpegs from the Hero Honda CBZ motorcycle. Now every time you want to start the motorcycle, you have to fold the footrest. Due to the repositioning of the footrest, the gap between the footrest and the brake pedal had widened far too much.

Since this is a Bullet Machismo, the brake pedal and the gearshifts have been interchanged with respect to the standard Bullet, which has the brake pedal on the left side and gearshift on the right side. The rear brakes on a Bullet are weak enough and the shifting of the brake pedal, with its three linkages, on the right side has not helped matters in any way. The rear brake is almost nonexistent in the Cafe Racer. I had to depend on the front disc all the time. Moreover, to re-position the brake pedal, it was just bent and brought near the footrest.
Does not inspire much confidence I must say. It would have been much easier to modify the brake pedal in the standard Bullet. The heel-toe gearshift on the left has been worked upon and has now become, for all practical purpose, a toe shifter.

The gearshift is sleek and the repositioning does not affect the operation one bit but he gear shift looks a little crude I must say.

The exhausts have been reworked and now look its part. Instead of the curve it now comes out of the barrel in a straight manner and the silencer box goes on all the way from the joint with a little pipe protruding from the end.

Riding the Cafe Racer feels great. The low sitting position, low handle bar and the overall classic racer's position gives you the kick. I took the bike out of city limits on a Sunday and was able to open up the throttle all the way to touch the three figure mark.

But sustaining the speed for a considerable length of time is asking for too much. And every time I let go the throttle, the free flow exhaust would let out gunshots.

This Cafe Racer handles fine and even at high-speed turns, it held its line. But I must say that I was lucky that I never came across any big potholes or big stones in my path. Had I encountered any of these, I surely would have gone for a toss and the roads are not exactly made of rubber. The low handlebar does not allow abrupt maneuvering and to ride the bike at high speed on Indian roads is madness.

Itâ's alright to pull that kind of stunts on the European roads where the traffic is well managed and the roads are good. It is a pain in the....you know where, literally, to ride it in the city with its stop-go traffic. Highways are the places to take it. Even though a few grey areas remain, it is still a very well finished machine. The cost of the product will definitely go down if it is carried on a standard Bullet or a used bike instead of a brand new one.

Well, expensive or not, the Cafe Racer had me hooked. I am on my way to that garage where I saw a used Bullet. A real cheap one."

Heck on wheels: The Purple Helmets.

2007-08-05T18:52:00.000-07:00

A cow, a motorcycle, and an Armani Suit..It was all for a laugh.

From cub90.uk

"Be prepared for the funniest road trip you’ve ever seen as we get up close and personal with the Purple Helmets! Featuring side-splitting highlights of their stunt shows over a five year period plus their equally mad video diaries, it really is a load of total shite!

Think of a motorcycle stunt team that looks like Dad's Army has just collided with Mad Max and combines the slapstick of the Keystone Cops with the humour of Benny Hill... and you've got something approaching the Purple Helmets! The Helmets entertain thousands of spectators at top motorcycle events like the Isle of Man TT with their crazy antics. Be prepared for the funniest road trip you've ever seen as they create mayhem in three countries. Check out: Honda C90 commuter mopeds going where they've never gone before Death defying stunts in the air, in water, (and occasionally, on the ground). Witness the new indoor sport of 'pub-donutting' and the new outdoor sport of nude moped surfing."

Movies: Silver Dream Racer.

2007-08-05T18:34:00.000-07:00

From the DVD times U.K.

"British pop star David Essex stars as Nick Freeman, a small-time motorbike racer whose ambition is limited both by cashflow problems and a bad attitude on the track, best described by Nick's rival, Bruce McBride (Beau Bridges), when he stops to brush an imaginary chip off his shoulder. Unlike Bruce, who has the huge Trans World Racing empire backing him, Nick makes do with a beaten-up racing bike, his best friend, Cider Jones (Clarke Peters), as his mechanic and whatever spares he can escort off the premises at the mechanics, where he works in stores. But one night, Nick receives bad news - his brother is dead following a motocross accident - and once the funeral has taken place, his widow, Tina (Diane Keen), asks Nick to look at the bikes that he left in the garage and to get rid of them, getting a fair price where he can.

What Nick finds amongst the various disassembled racing bikes, is a prototype of a bike designed by his brother but which has yet to be tested. Together with Cider, he leaves for a test track where they meet Bruce McBride as well as Julie Prince (Cristina Raines), an American studying medicine in London who appears to be having an on/off relationship with Bruce. But as she and Nick get to know one another better, they begin a romance, with her promising to help Nick get funding to not only test his bike but to bring it to manufacture and to race in the world championship at Silverstone, where he hopes to take the chequered flag with his silver dream machine.

Silver Dream Racer is a classic story of the underdog, with Essex's Nick Freeman being as much of a surefire loser as Bruce McBride is as much a winner. Where the American has his bike parked for him in an enormous articulated truck that's parked in the paddock, Nick Freeman and Cider push their bike up a homemade ramp into the back of a Bedford van that's decorated with sponsor's adverts that look to be more hopeful than actually having been paid for. With his discovery of the titular bike - that Nick finding it is somewhat miraculous is never in question given that it sparkles and shines more than did Excalibur in Boorman's fantasy epic or indeed Robert Powell in Jesus Of Nazareth - Nick goes from donkey to thoroughbred in almost as short a time has it takes him to complete a lap at Silverstone on his silver dream machine.

All of this has something to do with the bike being a revolutionary design, enough to attract Benson (Patrick Ryecart), a venture capitalist and bike collector, who's prepared to finance Nick but from not actually being a biker, I'd struggle to tell you how it's so different from your average racing bike. It's apparently enough to attract everyone in the film to the otherwise blank-faced Essex, including having Julie Prince almost running across the track to admire the bike, not to mention Essex himself and it's this rivalry with Bruce McBride, on the track and in their affairs with Prince, that gives the film some focus.

In all other respects, though, the film lacks focus with Essex just stumbling from track to bed and back again, occasionally taking a detour via Hughes, his place of work. There's few laughs, little passion and barring a piece of exhibition biking outside a Notting Hill club, wheelies and all, that ends in a punch-up, not much excitement. Even the final race, the World Championship at Silverstone, is only so very ordinary with any tension in the pack of bikers evaporating at the moment when Essex realises that it's alright to redline his bike. Frankly, it shouldn't take any expertise in racing to know that - after all, who hasn't redlined their car whilst overtaking - and to have this as a denouement shows a certain lack of imagination.

But what I can't take away from Silver Dream Racer is the clear sense of Britishness about it, which is wholly welcome, similar to that in Quadrophenia, wherein you can almost smell the runny eggs, chips, fried bread, ketchup and milky tea. It's difficult to pin this down to any particular aspect of the movie - it could, after all, be due to the presence of Harry H Corbett as Wiggins, the sight of a Bedford van or Julie's MG Midget or the view from Benson's office that overlooks the Thames - but when we tend to associate biker movies with the US, such as The Wild One, The Wild Angels and Easy Rider, to have one that's more concerned with Notting Hill and Silverstone than Beverly Hills and the Altamont Speedway is a fine thing indeed. And yet, not quite fine enough as this is simply a very dull thing compared to such a film as Electra Glide In Blue. For British motor biking thrills, I'd suggest sticking with Quadrophenia, albeit that it's rather more fond of Vespas than BSAs, but where it offers a journey down to Brighton that's full of laughs, thrills and, tucked under the seat, pills, not to mention The Who, Silver Dream Racer is as plodding a film as David Essex's lifeless and little-remembered score."

Lets Go! The Goodwood Festival of Speed U.K.

2007-08-05T10:33:00.000-07:00

"The Festival of Speed is far more than just a hillclimb: it can justifiably claim to be the world’s biggest and most diverse celebration of the history of motor sport. It is the only occasion where you will see in action the greatest competition cars and star drivers from all eras: everything from 19th century steam carriages to current Formula One; fabulous racing motorcycles; classic rally cars to 3000bhp dragsters; plus motor sport legends like Moss, Surtees, Brabham and Andretti rubbing shoulders with today's hottest properties such as Jenson Button, Fernando Alonso, Petter Solberg and Colin McRae.

Motor racing first came to Goodwood in 1936 when the 9th Duke of Richmond held a private hillclimb through the park. Five years earlier he had won the Brooklands Double 12, and then in 1948 he opened the Goodwood Motor Circuit. These early events inspired his grandson, the present Earl of March, to bring motor sport back to Goodwood. This resulted in the first Festival of Speed, held in 1993 in the picturesque parkland surrounding Goodwood House.

Since the inaugural meeting, the Festival has become established as a key event in the motor sport social calendar. But it is not all about action on the hill. A 2.5-kilometre loose-surface rally stage – cut into the wooded area close to the hillclimb finish line – has around 30 cars from the history of rallying providing a thrilling demonstration of sideways driving throughout all three days of the event. Unrestricted access to the paddocks means that spectators and autograph hunters can get closer to the cars and drivers than at almost any other meeting. Away from the bustle of competition, you can relax with a picnic on the lawns of the House among some of the most beautiful and innovative automotive creations, which are judged in the Cartier ‘Style et Luxe’ design competition. You can explore the exciting displays of our many exhibitors, or seek an adrenaline rush from the Festival's interactive entertainment, including driving simulators and 4x4 driving. Children will delight in the special amusements to be found at the Junior Festival of Speed.

The Festival is motor racing's equivalent of Ascot or Wimbledon: an extravaganza of sound and colour that has been described as 'the garden party of the Gods'. In combination with the rich period theatre of the Goodwood Revival, the Festival of Speed ensures that Goodwood is unrivalled throughout the world.

Motorcycles make up a key part of the Festival of Speed, and over the years a mouth-watering collection of great machines and riders have gathered at Goodwood in celebration of motorcycling history.

Around 40 important machines gather at the Festival each year, with entry by invitation only from Lord March. The field is selected thematically, with the motorcycles chosen specifically to reflect the event's major themes, and many are ridden by famous names. Carl Fogarty, the late, great Barry Sheene, Wayne Gardner, Mick Doohan, Freddie Spencer, Eddie Lawson, Giacomo Agostini, Luigi Taveri, John Surtees, Jim Redman, John Reynolds, Troy Baylis, Troy Corser, Randy Mamola, Paul Smart, Mick Grant and Marco Lucchinelli have all competed at Goodwood in recent years.

Most importantly, the machines you see ridden up the hill are, almost without exception, the actual warriors, many of them works machines which won the honours in their day. Nowhere else will you see a collection like it. From pre-war Kompressors to post war Italian exotics; from the Great British specials to the two- and four-stroke kings from the Japanese; a broad spectrum of ultimate motorcycle racing history is illustrated."

The Honda GB500 Clubman TT 650 Schottmeier Special.

2007-08-02T14:07:00.000-07:00

From The German GB500-fansite

Specs:

NX 650 Dominator engine with overbored 102,04 mm ceramic coated slipper piston with 11:1 in compression.
New lighter Italian made stainless pipe with Supertrap end.
HRC racing camshaft.
40 mm. Mikuni TM flatslide carburator
ABP racing oilcooler.
Koni rear damper.
Modified EGU fairing.
320 millimeter disc, Brembo caliper.

The ledgend of the Black Bomber.

2007-08-02T13:50:00.000-07:00

from the Solvang Vintage Motorcycle Musuem:

"This 450cc bike was the first double overhead cam engine in a Honda street bike. This engine will rev up to 10,000 rpm, an engine speed that would turn British bikes into a pile of broken bits. The Black Bomber was Honda’s message to the British “Here we come” (the 4 cylinder CB 750 was the message “too late – here we are”). The Black Bomber was considered too old in its styling and was changed to a more modern look in 1968. Collectors, of course, want the “ugly” Black Bomber.

Unlike automobiles in the USA market, Honda motorcycle models were not designated strictly by calendar year. Honda distinguished models by affixing a K-number suffix to the model, typically beginning with K0 at the model's introduction, sometimes with K1. Individual K models were offered for one or more years, depending upon sales rates and remaining inventory. For example, the initial CB450: the 4-speed Black Bomber,is designated CB450K0. It remained in Honda sales literature through 1968, alongside the next model, the CB450K1.

It was unique for a road bike in having twin overhead cams with torsion bar valve springs. One of the most impressive parts of the bike to this day is the engine which, when viewed in profile, has a very classical twin cam shape -- like that of a Manx Norton.

The CB450 has a stormer of an engine when it is carefully set up. The main weakness of the bike is that it is very heavy (at about 430lbs) and ithe gear ratios are quite spaced over the 4 speed box with a low top gear. Even so it is generally reckoned to be the best 450/500cc Honda twin until the introduction of the CB500 water-cooled twin of the nineties."

Vive la difference!- VD classics' Cafe Racer parts.

2007-07-30T10:53:00.000-07:00

Mr VD Classic's himself Jean François Vicente

"VD Classic spirit may be sum up in few words :

Industrial logic is synonymous of standardisation...
Technological progress certainly allowed motorcycle to accessible to evey body,but what is forgotten sometimes is that motorcycle is not only a means of transportation but also a dream and emotion medium. Keeping in mind this idea is VD Classic vocation...

Smart and soberness style...
Vd Classic design new shape keeping refernce to classic esthetic value to create gorgeous but sober and essential motorcycles...

State of the art hand craft parts...
But also the “know how” to proceed from “one off” parts to small scale production..."

VD's Yamaha SR500

Kawasaki W650

The Triumph Bonnie/Thruxton

..and the Buell S1 / M2 / XB9 / XB12

The "Notorious" Cafe Racer by Roger Goldammer.

2007-07-28T20:11:00.000-07:00

From Bikernet:

"Roger Goldammer is no stranger to the world of wild custom bikes. The front of his shop in Kelowna, British Columbia is crammed full with lathes, milling machines and a huge CNC machine. Roger takes his equipment and his work very seriously. He does not follow trends in custom bike building by building the expected "Chopper" nor is he drawn in to follow the pack delving into the popular "Old School" variety that has become all the rage lately.

Together with his long time friend and mentor, master machinist Bert Kuckelkorn, Roger looks for ways to improve and innovate the mechanical design and function of the motorcycle power plant. As a recent winner of the Canadian Championship of Custom Bike Building and a two-time winner of the World Championships, Rogers bikes are on the cutting edge of technology. " I like to challenge myself " says Roger. So, for his entry in this year's competition he pulled out all the stops.

Not being content to rest on his laurels as the two time World Champ nor his Biker Build Off victory against Matt Hotch at the Bonneville Salt Flats riding a bike he built utilizing a racing go-cart engine, Roger went back to the drawing board to improve on his single cylinder with turbo rear design that he made famous in his TROUBLE bike that won him top World Championship honors the last time he competed.

The NORTORIOUS, at first look, brings to mind the classic lines of the very significant Norton Manx Café Racer but that's where the similarities end. The engine is a 2006 H-D hybrid single cylinder Roger built from the ground up. The 965CC engine features a lower end consisting of Merch cases rotated back 15degrees and balanced internals. The heads are custom from Engenuity and the pistons from Ross and Jims lifters were utilized. The cam is custom designed and manufactured by Roger. The rear head is used on the front cylinder, allowing the induction system to be positioned above the head and cylinder with the angle cut back 15-degrees . The pushrod tubes are also angled to accommodate this change . In place of the rear cylinder, a Rotrex Supercharger that spins at 120,000 RPM was installed. The half a v twin produces 83 rear wheel horse power at 6400 rpm.

The fuel injection uses a 54mm Zippers utilized throttle body and a special Thunder Heart ECM in a closed loop configuration and an extreamly high volume single injector. Using the Thunder Heart ECM and a Dobec module, Roger developed a fuel pump mapping program to provide correct air / fuel ratios, while running up to 20-pounds of boost to compensate for the superchargers flow. Many days and late nights were devoted to getting this set up to work like a charm. The oil system features a modified S&S oil pump and two distinct oil tanks, both cleverly hidden from view, one for engine and the other for supercharger oil.

The bikes transmission started off as a 2006 Baker six- speed unit which Roger modified by shortening main shaft as well as the Prime/Rivera clutch pack and belt drive, all narrowed from 3 inches down to 2. It's a foot shifter with rear sets and has a 24-tooth tranny sprocket shuttling power to the bikes 49- tooth wheel sprocket.

The frame is another in house Goldammer Cycle Works creation. It's a chromolly "Featherbed" style raked 29.5-degrees and de-stretched 3 inches. The front end is a WP type cut back 1 1/2-inches for superior handling.

The wheels and brake set up are deceiving. At first glance, they appear to be stock Norton drum set ups, only larger, while in fact the drum hubs and custom milled covers hide an ingenious 4-piston disc set up both front and rear. Many days of hand milling went into this clever deception and the rear rim is put together for the 18-inch x 6-inch tire by fabricating the rim from two different Kosman rims.

The body and fenders on the Nortorious are a true work of art. Roger hand hammered the aluminum skins with such precision as to show absolutely no sign of weld work. This is pretty amazing considering that the only paintwork on the bike is the lettering and a clear coat over the raw material. You can see the masters touch in the workmanship in the fuel tank that includes the Buell internal fuel pump and regulator. The bars are clip-on style sitting atop Goldammer Cycle Works triple trees.

The Speedometer and gauges are VDO's set like those on a vintage jet fighter. The design of the headlight also acts as a wind deflector and just for fun, Roger used the lens and bezel from a vintage Volkswagen Beetle. The taillights are incorporated in the rear of the bikes frame and utilize LED lights. The brake light is also an LED set up hidden in the rear of the seat rail. There is not one visible wire or line on the bike. Roger cleverly hid all the hydraulic lines and wires inside the frame tubes giving a fine clean look to the bike.

This shy and unassuming builder is a genuine craftsman. A close first hand look of the Nortorious lets you know why Roger Goldammer is the two winner of the World Championship of Custom Bike Building and the current Canadian champ. Taking the basic lines of a classic race bike and adding his engineering genius and fabrication talent we would not be surprise to see him walk away with a third world class championship"

Fold tab A into slot B: Revolution Motorcycles RV100

2007-07-28T19:38:00.000-07:00

"Conceived in the mind, refined in 3D CAD software, and produced by the most advanced production equipment available, the RV100 has leapt off of the computer monitor into the real world.

Starting out life as a simple design concept, the RV100 has taken on a life of its own. The design seems to have stuck a chord in the popular culture of America. In a landscape flooded by custom motorcycles, vying to distinguish themselves from each other, the RV100 is unmistakable.

The concept behind the bike is to eliminate the paradigm of the welded tubular frame. Welded tube frame are labor intensive, require expensive jigs and fixturing, and the quality of the weld is very much dependant on the quality of the welder. In contrast, the RV100 frame components are cut on a numerically controlled machine (CNC). This makes the production of parts very repeatable, and makes the production of unique parts routine."

Watsonian-Squire sidecars.

2007-07-28T19:00:00.000-07:00

The Stratford sidecar with a Royal Enfield Bullet 350

The Watsonian Squire group can trace its history back to 1912, when Mr Watson made his first sidecar, making it one of the longest surviving businesses in the British motorcycle industry.In 1984 they merged with the young Squire company to create the UK’s biggest sidecar operation. Today the company still manufactures sidecars and luggage trailers in the UK under the Watsonian and Squire brands.

..and with a W650

A Royal Enfield gives a Jublilee (and passenger) some air

"It is illustrated in particular by a great facility of catch in hands" -The French Voxan Cafe Racer.

2007-07-27T20:53:00.001-07:00

Translated (albeit badly) from the French Voxan homepage:

"The Cafe Racer is true sporting endowed with a rare versatility.

The “neo-classic” style of its purified line, the rigour and the effectiveness of its road behavior, the marked character of its V-Twin, the comfort and the facility of control are as many assets which distinguish the Racer Coffee from these competitors.

The Racer Coffee was born for the expert, seeking the exclusiveness in an original line and authentic feelings of control. Top-of-the-range by the quality of materials, with in particular of many aluminium parts. General-purpose by its comfort, facility of the single-seat/two-seater convertibility of the saddle and the colors proposed.

Equipped with V-Twin 996 Cm3, 100ch, the Cafe Racer's sporting character is reinforced by the adoption of an ram-air intake system. Characterized by its excellent rigidity and its light weight, the cycle part is nimble, and stable on the road. It is illustrated in particular by a great facility of catch in hands...(?)

Its architecture authorizes made it possible to define a position of control ahead, to distribute the masses in a specific way (48% on before and 52% on the back) and to modify the plate (rocked on before 10mm and raised back of 11 mm) in order to privilege the effectiveness of the nose gear)".....

Oh hell with it..lets just hear what Wiki has to say about it:

"Voxan is a French motorcycle manufacturer established in Issoire, France, in 1995.
Originally initiated by Jacques Gardette, the project involved different partners, including Alain Chevallier, who designed the chassis part, and société Sodemo, established in Magny-Cours, France, who designed the engine. The first prototype was delivered in 1997.

The first 50 Roadster models were delivered in 1999 to dealerships. The Café Racer models were added to the lineup in 2000, and the Scrambler model was released in 2001.
Although well considered on the French market, Voxan had a hard time competing against better established Japanese and Italian manufacturers.

In June 2002, Didier Cazeaux and Société de Développement et de Participation bought Voxan to ensure its continuity and, in April 2003, the manufacturer started producing its motorcycles again.

The Street Scrambler model was released in 2003, and the Nouveau Scrambler and Black Magic models in 2004.\All Voxan motorcycles use the same engine, which is unique in its design. This engine is a V-Twin with a 72° angle and 996cc of displacement.

Gallery: Motorstage Japan.

2007-07-27T20:20:00.000-07:00

This time we have a nice selection from Motorstage Japan:

A tough looking Kawasaki Estrella, ready for a fast trip to the pub

..and another Estrella

A very English looking Kawasaki w650-complete with "bacon slicer" front plate

Stewart Ross's SR500 Cafe Racer.

2007-07-25T16:54:00.000-07:00

From The Thumper page:

"I currently own two SR500's, an 'E' and a 'H', and have owned several other SR and XT 500's over the years. My first SR (the subject of this article) was bought in Adelaide in 1980. I bought it from Basham Yamaha, with a total of 5,000 kms on it. The previous owner, an old chap, had put a sidecar on it but had found the lack of power a little too much. He had traded it on something with a bit more zap, an XS 850.

I really loved the bike from the start. Though it was not a powerhouse. It didn't take much modification to release some stray ponies. The addition of an after-market muffler and removing the airbox cover transformed the bike, and allowed an increase of 1 tooth larger on the countershaft sprocket.

Being a diehard café racer I soon got around to modifying the looks of the bike as well. A Ducati SS fairing and seat, together with homemade rearsets and Magura clip-ons were duly attached to the bike. I also found some secondhand Mulholland shocks from an RD350 in the wreckers for the rear. These shocks are still on the bike today. I also installed an extra disc and caliper (XS250) on the front operated by a standard 'E' model rear brake hose.

The first incarnation.

The bike stayed as it was for about two and a half years and was a lot of fun to ride. I actually tried to sell it at one stage, shameful I know, but when the bloke interested in it took it for a ride he was scared off when he stalled it and couldn't get it going again. He was gone for so long I thought he'd crashed it! When I eventually found him he was fairly red faced and exasperated from kicking the engine over. After I then started it with one kick he left muttering never to return.

The never-ending 'call of the bike modifier' kept on though, and in late '82 I started on it again. This time I searched out and found what I had really wanted all along. An aluminium racing tank. I thought of using Manx tanks and others, but finally luck provided me with a slightly rough TZ 'A' tank for $25.00. Staying with the genuine Yamaha theme, I then sourced an RD350LC front mudguard and chain guard, and a TZ 'G' model seat. I modified the seat, making it longer to try and avoid having to have a rear mudguard. I also installed a Wiseco 88.5mm piston and a TZ 350 powerjet carb, with the powerjet blocked off with solder to simplify jetting on the four stroke.

I swapped the bits I'd used to make the original to Milo, a mate of mine in Adelaide, who'd recently bought a new 'H' model. From this deal I ended up with another new SS fairing to go on with.

In the interim I'd been down to Mac Park at Mt Gambier to watch the bike races, and it was here that I saw a racing SR from Eltham Yamaha in Victoria. It had some Tingate racing stuff on it, pipe, rearsets etc. They looked great. I took down Rod's contact details from the SR rider and I was away. Rod, being the helpful chap he is, listened to my request and supplied me with a black chromed pipe and alloy megga and some rearsets. These parts arrived in March of '83. (Since that time, Rod has helped me out with numerous bits and pieces for several different bikes, including parts for a Honda CYB 350 racer replica).

The bike had been coming together and by the time the pipe arrived I was ready for the finishing touches.

Mark two:

As you can see there were other little details like gold coloured wheels, and I had removed the side covers.

As time went on the modifier in me stirred again. This time ('92 I think) I was mainly satisfied with the overall look of the bike but I felt it needed something extra, so I undertook some smaller changes. I had a front wheel left over from my Honda racer project. This comprised an Akront rim laced to a 4 leading shoe Suzuki 750 drum brake. I had replaced this wheel on the Honda when I happened across a Yamaha TR/TZ drum. I then searched for a nice large drum brake for the rear (heavy), finally deciding on one from a TX 750 Yamaha. This wheel was duly polished, and after some bearing spacer modification to fit the SR's 17mm axle and backing plate modification to accept cable operation, I fitted it and the front wheel to the bike. The gearing now is 17/38 due to being able to fit a smaller rear sprocket on the TX rear wheel. I've also fitted a 525 chain after machining the sprockets narrower to suit.

I had always hated the battery. 'Any unnecessary items on the bike, that it doesn't really need, shouldn't be there!'. (Café racers creed). I fitted a large capacitor under the seat and removed the battery box and battery. The rest of the electrics attached to the battery box, went onto an alloy plate bolted to the underside of the side cover attaching points, under the seat. I knew I hadn't cut them off for a reason!

The results looked much lighter and very 'Café'.

Cafe Racer, The movie: "Hooligan".

2007-07-25T16:38:00.000-07:00

"HOOLIGAN"

A Worldwide Documentary Effort About Motorcycling’s Outsiders.

Purpose of the Film:

1. To focus on the ever evolving counter culture of the "Rocker" Style motorcyclist, their connection to the past, their future and their commitment to the genre.
2. To show members of clubs, non-members, mechanics, runs, rallies, events and the interaction between them.
3. To foster an attitude of respect for the trials and tribulations in life that make the commitment to these bikes and the lifestyle at times, difficult.
4. To show the process of keeping these bikes on the road.
5. To include samples other motorcycle cultures, their differences and their reaction to the Hooligan motorcyclist.
6. To explore the world of the Hooligan. Their lives, loves and fears. Their jobs. level of education and lifestyle preferences.
7. To promote a level of appreciation for all things classic and the desire to cultivate these things in an ever more disposable world.
8. Highlight a brief history of the culture covering the period from the 50's to the present day, including the notorious Mods vs. Rockers rivalry in the 60's.
9. To understand the differences in the culture.

Approach to the Film

"The approach to the film will be open and documentary in style. We wish to show the worldwide commitment to this often times, mysterious sub culture.
We plan to shoot interviews at rallies, in private and commercial shops, bars and on the street. We also plan to visit new motorcycle manufacturers to find out what drives their market and their plans for the future.
Little or no attempt will be made to direct the activities of the subjects of this film beyond the typical instructions and questions used in interviews. No one will ever never be asked to "act out" a particular scene.
This plan involves participation with several people throughout the world, including, but not limited to, the U.S., the U.K, Australia, France, Germany and the Netherlands. It will be an effort of many committed individuals capturing photos and video from around the world to include in this piece."

"The leather-clad hooligan on a motorcycle is one of the strongest
images in pop culture. An English interpretation of American
glamour, the genesis of this archetype coincided with the advent of rock ‘n roll in
the mid 50’s.

A love of classic motorcycles is now serving to promote a
strong resurgence of these bikes – and the lifestyle that goes with them.
An obsession with fast motorcycles, fanatical nostalgia, and the desire for a simple identity in an increasingly complex world, are some of the reasons behind this revolution. Moreover, it is about valuing the craftsmanship of a simple, potent piece of machinery that can transform one’s soul into an iconic persona.

This documentary is not a technical history of motorcycles. It is designed to shed light on an energized cult of inspired motorcyclists – past and present – who have been referred to as "Rockers," "Hooligans," "Ton Up Boys," "Coffee Bar Cowboys," and "Bike Boys." It is not about Harley Davidson riders, weekend cruisers, chopper builders or sport bike riders. It is about a lifestyle born from the coupling of rock ‘n’ roll and the magic of two-wheeled machines like Triumphs, Nortons, BSA’s, Motoguzzis and Velocettes. It is about stripped-down, old-school cafe racers; retro classics; bobbed fenders; clip-on handlebars; customs; and rat bikes. It is about the love and commitment necessary to restore and maintain them.

The misunderstood “Hooligan Culture” possesses a unique and unapologetic rebelliousness. The unwritten rules of conduct and camaraderie – the ritual of the scarf, helmet, goggles, and jacket – define an identity rather than a disguise.

Never wishing to be referred to as “bikers,” this born-again cult of “Rockers” has been both scorned and imitated. Deeply in debt to their street racing forefathers in England, who roared from cafe to cafe in the 50’s and 60’s, modern Rockers are keeping an image alive that is a staple of pop culture in the modern world."

Rikki Rockett
Producer/Director
Slave To The Rhythm Production, Inc.

It was bound to happen sometime dept: Wicca & The Art of Motorcycle Maintenance.

2007-07-25T16:20:00.001-07:00

By David Wadsworth from the Pagan library.com

"There is a peculiar sort of bonding between a real biker and his machine. The biker will put the well-being of his machine far above his own. I have seen men cry over a bent bike, or after an accident tell the driver off for hitting his bike rather than him. I have personally fought off two ambulance men so that I could hop to my bike to inspect the damage before being taken to hospital. My theory for this strange bond is that the motorcycle and rider form a sort of Gestalt being, a complete entity, either part of which is incomplete or useless without the other.

The motorcycle represents the male part of this entity. It provides all the force and power, but lacks control and direction. It is all potential, in Wiccan terms, the God force, waiting for the female aspect, the Goddess, in the form of a horrible grubby motorcycle rider. The rider takes the force and harnesses it, giving purpose, form and direction. Controlling the raw male potential, and together, in harmony, they will be capable of reaching heights impossible to either on their own.

The motorcycle can be seen as a way through which to tap a source of cosmic energy. The energy which we in the Wicca use for healing, spells, divination, as a gateway to alternative universes. Just as a witch wouldn't attempt to tap this awesome power without protection, neither would a biker. The biker will put on boots, gloves, helmet and leathers in a similar sort of way as a member of the Craft would surround themselves with a protective circle to preserve the power and keep out undesirable spirits. In the biker's case he is also aiming to keep in the heat, and protect him from the road, onto which demon car drivers possessed of evil spirits (gin, vodka, whiskey etc.) would lure him to his death!

This brings us neatly (?) to the subject of reincarnation. Most of you reading this will have some knowledge of the ideas of reincarnation; i.e. that we are born, live in the world, die, and are then reborn to develop further. Not many of you will realize that motorcycles go through a similar process. They leave the factory to roam about the face of the earth, then some parts wear out, and they descend into the dark underworld of the workshop. Here they are consoled and repaired by the creative force of the female, who is the biker, to emerge re-born in Spring, once more blooming with refreshed color of restored paint work, and the cycle starts again. Many British machines go through this every year. About Yule they are ready, and in the first days of Spring they roar about in the first flush of youth. Then at the peak of their power, at Lammas, they are cut down, usually due to some terminal mechanical problem. They dwell for the remainder of the year in Hades, the garage, thus mirroring the cycle of the God.

The spirituality of bikes is perceived by man in different forms, and each has its followers. Here are some of the major religions:

The Christian

This newcomer to the spiritual motorcycle rides a modern Japanese bike. He pays little more than lip service to his religion. He has few rituals, all he has to do is turn the key and start the starter engine. He tends to be into power and speed, tearing past older machines which he regards with contempt. He cares little for the inner workings of the machine, running to his priest/mechanic whenever he has a problem. Should his machine pass on, i.e., wear out, it will believed to be irreparable, i.e., too expensive, and gone to the great scrap heap in the sky. The makers of this are the great salesmen and evangelists of the bike, not to mention the profit makers.

THE MAGICIAN

He will typically be an older bearded gentleman, who rides an immaculate old British motorcycle. They are into status, and will pootle along at 40 mph all day, imagining themselves the envy of all who see them. They are into ritual and mystery. The performance required to summon some older bikes into life is awesome and dangerous. Yet these fellows will watch in silence as a machine spits at a new initiate and breaks his shin. They will endlessly pontificate on the correct shade of color for the petrol tank, or whether a part is the right year for the model; mostly that's all they do.

THE WITCH

The bike will most likely be filthy, not from lack of care, but from constant use in all sorts of conditions. The rider knows and understands the inner workings of his machine, its every click and whistle. He relies on no guru for his understanding, he is not afraid to try things out and see if it works. Not for him the search for power or acclaim. He is just out to explore the universe and glean its mysteries. He will get there in the end, there's plenty of time. He will rebuild bikes time after time, not sticking to rigid formulae, but with whatever comes to hand. he enjoys his bike and is in-tune with it.

As a biker-witch, I am now going to use two useful tools to explain my theory of Life, the Universe and Everything: i.e., the Kaballah and the four-stroke cycle.

Firstly the act of invocation and the four-stroke cycle. For those of you who are not mechanically minded, I'll try and keep this simple. Officially the four-stroke cycle is referred to as Induction, Compression, Power and Exhaust. I prefer the much more evocative Suck, Squeeze, Bang, Blow. There are a few parts that really matter: the crank shaft, the con rod, the piston and the inlet plus exhaust valves.

Suck: Initially the piston is at the top and both valves are closed. As the crank shaft turns, the inlet valve opens, the con rod pulls the piston down which draws air and fuel in. At this point in an invocation, the invoker is opening his chakras and drawing the cosmic energy which surrounds us into his body.
Squeeze: The crank shaft continues around, the inlet valve shuts, and the piston is pushed up, squeezing the gases together. This is when the invoker says the invocation and passes the power to the invokee.
Bang: The fuel/air mixture ignites and pushes the piston down. The priest/ess takes on the aspect of God/dess being invoked.
Blow: The exhaust valve opens and the piston pushes the charge into the exhaust pipe. The God/dess charges and shares his/her power with those assembled.
And now - motorcycles on the Tree of Life:

Kether - traditionally the godhead from which all energy flows. It is formless. This is the high tension spark which ignites the fuel and without which the bike is naught.

Chokmah - Formless, directionless energy, raw untamed power. In the engine this is the burning fuel mixture.

Binah - this takes the raw force and starts organizing and forming it. The piston, conrod and crankshaft takes the power of the expanding gases and converts it to rotary motion.

Chesed - Takes the potential energy of Binah, gives it order, and makes it more solid and usable. In the engine, the gearbox and final drive take the power from the crank shaft and make it usable to the whole machine.

Geburah - An essential breaking down. Where there is life, there must be death. In an engine when you have got two lumps of metal thrashing about in violent motion, they must wear each other away.

Tiphareth - This is the image of the godhead, the wayshower, Lucifer, Prince of Light. In the bike this is represented by the electrical system and the ignition system, and the lights, which on British machines are provided by Joe Lucas, Prince of Darkness!

Netzach - This is the spirit of nature, intuition and sexuality. This is more concerned with what bikers do. They are in tune with nature and tend to get drawn to ancient sites, e.g. Stonehenge, Avebury and Wayland Smithy, or just standing around in a muddy field communing with nature and the local brewery. This is also the source of the sexual bond between man and machine.

Hod - Communication, intellect and travel. It is also where your will produces power. The traveling aspect of motorcycles is fairly obvious, and hordes of dispatch riders fulfill the communication role. This is where we get the knowledge of the workings of the bike. It definitely takes Hodic willpower on a cold, wet morning, along with highly verbal expletives, leaping up and down on the kickstart to get the bugger moving.

Yesod - This is the lunar aspect of biking, linked to Tiphareth on the Middle Pillar (refer Joe Lucas, Prince of Darkness). Many bikers will, by the light of the Full Moon, switch their lights off and ride by moonlight in their lunatic hunt for the local hostelry. In the event of a biker meeting his death through this ridiculous activity, look into the sky. For there you will espy, on his silver machine, the spirit of the biker riding across the astral heavens. Scientists tend to think these are meteors. There is also the illusion of security one gets from riding around with one's head in a goldfish bowl, colloquially known as a blood bucket.

Malkuth - The concrete world, reality. On a bike you are cold, wet, tired, frequently uncomfortable, and very vulnerable, and no-one in their right mind would do it if it wasn't for something else...

Despite Malkuth, biking opens up other realms, other worlds (Birmingham, London, Glasgow, etc.) and puts you in tune with the inner and outer universes."

Something pretty special: Britcycle's Matchless Cafe Racer.

2007-07-23T10:47:00.001-07:00

Britcycle's matchless:
· Matchless G80TCS "Typhoon" engine
· Norton Slimline featherbed frame
· Triumph pre-unit gearbox
· John Tickle front brake
· Lyta fuel tank
· Custom oil talk
· Lightened Triumph "comical" hubs
· Borrani rims
· Avon Roadrunner tires
· Dunstall exhaust

West coast choppers tries to create a Cafe Racer-and fails.

2007-07-23T10:31:00.000-07:00

From the Kneeslider:

"(The) Honda guys were tossing around ideas for something else to do with their then new (early 2002) VTX 1800 V-Twin engine. Someone came up with the notion that Jesse James might be just the right person to push the envelope a bit so they gave him an engine, some money and said, “Build us a bike.”

Jesse retired to his West Coast Choppers workshop and produced the VTX Cafe Racer, first shown at the Cycle World show in Long Beach. It has an airbag rear suspension, an inboard rear disc brake on the driveshaft, handbuilt frame and bodywork, but in the end, it’s a very interesting example of another direction for these big cruiser V-Twin engines the manufacturers already have in their back rooms.

Although there are many things about this bike that would never see production, it shows that cruisers aren’t the only place for these engines. Could Honda build something like this? Sure. Will they? Chances are slim. They should, but they probably won’t."

Cafe Racer of the week: The Michelin Man.

2007-07-19T10:16:00.000-07:00

Wiki:

"Michelin's tires corporate symbol is Bibendum, the Michelin Man, introduced in 1898 by French artist O'Galop (pseudonym of Marius Rossillon), and one of the world's oldest trademarks. André Michelin apparently commissioned the creation of this jolly, rotund figure after his brother, Édouard, observed that a display of stacked tyres resembled a human form. Today, Bibendum is one of the world's most recognized trademarks, representing Michelin in over 150 countries."

Strange parallels: Cafe Racers and Japanese superheros.

2007-07-18T22:33:00.000-07:00

Thanks to the Henshin Hall of fame for the great pictures.

Kamen (or "masked") Rider on his Suzuki "Cyclone"

Mechanical Man Kikiada on his Kawasaki GT500 "The Sidemachine"

Iron man Tiger 7 on His Suzuki "Spike Go"

Akumaizer 3 on thier Honda 350's "Garbir A, B, and C" wich together form..

....The surreal "Gari Bird"

The Seeley Honda 750.

2007-07-18T21:58:00.000-07:00

From Real Classic.com:

"Back in 1975 Colin Seeley transplanted Honda's 70bhp CB750 F2 engine into a British-built café-racer chassis. Seeley wanted to make a bike which was lighter, better handling and better looking than the standard CB. As a bonus, the Seeley machines were also easier to work on and offered a lower seat height than Honda's original. The kits cost £1295 in 1977, and suited the F1, F2 or K-series CB750s of the era. Despite the expense, it was an attractive proposition for sports riders of the day as Roland Brown explains;

'By 1977 Honda had reached the K7 model, and that bike's smoothness was still an asset for gentle use. But its suspension gave a hairy ride if pushed hard on bumpy roads. Compared with the like of Suzuki's twin-cam GS750 and even Kawasaki's popular Z650, the venerable CB showed its age.'

Although Honda Japan weren't too interested in tweaking their successful CB, the rash of British built specials which were based around the 750 gave Honda Britain pause for thought.

Dave Degen's Dresda workshop produced one of the first in 1972; a sleek, semi-faired café racer with twin discs which weighed 45kg less than the standard bike and which could see nearly 130mph.

Rickman too built a special chassis for the CB, using Reynolds tubing, while other firms set to work boring out the engine. Once Colin Seeley had showed how successful his CB special could be, Honda cracked and asked him to build a Phil Read replica in honour of their world champion.

However, those bikes were not significantly lighter or faster than the standard CBs… so for many purists the Seeley Honda is the One To Have.

Be afraid: The Munch Mammut.

2007-07-18T21:13:00.000-07:00

From: Chris Irelands eccentric bike builder page:

"The 1967 Munch Mammoth (A very rare "production" motorcycle) was an attempt to adapt a car engine to a motorcycle. The result was a monster of a machine utilizing a double overhead cam inline 4 cylinder engine, transverse mounted in the frame. It came with a number of options, three different motor sizes, raging from 1200 CC’s up, several different seats and tanks sizes, and they offered a supercharged version as well, in 1967. The Mammoth was the fastest production motorcycle in the world in its day, and was known for its comfort and speed."

1966 after selling Cycle World magazine Floyd Clymer tried to generate interest in the German-made Munch. This huge motorcycle now featured a 1300cc engine developed for the NSU automobile. While the most powerful motorcycle of its time, the Mammoth, largely due to its expensive $4000 price tag, never caught on,...

The new Munch Mammut 2000 is limited to 250 units . The 2ltr machine makes up to 260bhp

Rumors: Honda plans re-create the immortal 750.

2007-07-17T11:32:00.000-07:00

From Motorcycle news via Jalopnik

"Honda is planning to recreate one of the greatest motorcycles it ever made, in the form of a new Honda CB750.

Having seen the success of other retro bikes like Triumph’s Bonneville, insiders say Honda has decided to make a modern recreation of the original 1969 Honda CB750, virtually identical in every way to the original.

According to sources in Japan, Honda has developed a new air-cooled engine to give the motorcycle the right retro looks and yet to pass the latest emissions laws. It’s likely Honda will show the motorcycle as a prototype at this October’s Tokyo Motor Show."

Lets go shopping: The Anime Oriental Motorcycle in Traffic Light Switch Plate Cover.

2007-07-16T12:35:00.000-07:00

From etsy.com:

"Here is a single flip light switch plate embellished with an Anime theme of a young woman on a motorcycle. In the traffic you will find an ambulance, several cars, and two cute little friends. Decoupaged in black/white/gray tones with slight accent colors of pale green, yellow, pale blue, orange, and red. Plates are finished with several coats of clear gloss acrylic and include screws. $10.00 http://www.PackRatPattys.Etsy.com"

Gallery: Cafe Racer Honda MiniBikes

2007-07-16T12:16:00.000-07:00

From Honda Dax.com

(Below) My personal favorite, a grand mini bike of the Mad Max MFP patrol Bike.

Ground control to Major Tom: The Momo Design Fighter Motorcycle Helmet.

2007-07-07T20:34:00.000-07:00

From: Trendhunter

"I found this super cool Momo Fighter Helmet on display at my friend’s Tokyo office. The design is pretty intense. Benchmark Helmets describes, “The MOMO Design Fighter motorcycle helmet features an attractive design inspired by helmets of jet and helicopter pilots. Hand sculpted in Italy this helmet is crafted as a traditional jet style helmet. The removable visor features a carbon fiber frame. The Fighter was designed with safety and comfort in mind and no open face helmet out today can match it’s combination of safety and light weight. The matte rubberized finish will make it stand out from any other helmet in the world. “