Cafe Racer Dreams is one of the most prolific outfits on the custom motorcycle circuit. An incredible fifty builds have already rolled out the Spanish workshop’s doors—each one as stylish as the next.

For CRD #50, Pedro García and Efraon Triana pulled out all the stops. It’s a stunning resto-mod based on a 1969 BMW R69S, commissioned by a 30-year-old Madrid local.

Most of the iconic features of the R69S have been retained, but the only component untouched is the 594 cc air cooled boxer motor. “The engine was perfect,” says Pedro, “so we didn’t operate inside!” Pedro and Efraon did completely rewire the bike though—going as far as fitting a keyless ignition from Motogadget.

Up front, they’ve improved braking with a disk setup borrowed from a Harley-Davidson Sportster. The quirky and distinctive R69S suspension is still intact—but is now vastly improved thanks to the addition of Öhlins shocks at both ends.

Cafe Racer Dreams also removed the airbox and installed a huge K&N air filter in its place—a process that, according to Pedro, was harder than it looks. BMW R100 front fenders have been adapted to fit both the front and back of the R69S.

After a complete tear down, CRD selectively applied different finishes to the hard parts. The frame and a few other items were treated to satin black paint, while other bits were acid-dipped to achieve just the right vintage effect.

CRD kept the stock tank and its assortment of dings, but stripped the paint and gave it a top-secret treatment that involves varnish and a little black paint. The seat is completely bespoke—covered in leather which has been sanded to blend with the R69S’s distressed theme.

Final trim includes a set of LSL handlebars, Beston grips and the original speedo-in-headlight setup. The tyres are Firestone’s infamous Deluxe Champions—an appropriate choice for a build of this nature.

CRD #50 is as tasteful and chic as we’ve come to expect from Pedro and Efraon. But can they keep this up? We suspect they can, and demand for their work is strong.

Here’s to the next fifty builds.

Photos by Enrique Pacheco. Check out CRD’s previous 49 builds on the Cafe Racer Dreams website, and follow their news via Facebook.

The post 50 Not Out: Cafe Racer Dreams’ BMW R69S appeared first on Bike EXIF.

Motorcycling and fashion have been holding hands for quite some time now. Fashion houses are commissioning builds and using motorcycles in their marketing. And conversely, custom shops are turning to merchandise to help grow their brands.

Somewhere in the middle you’ll find Gentlemen’s Factory. Based in an old factory in Lille, France, it’s an apparel and dry goods producer now applying its aesthetic to bikes. And judging by this Kawasaki W650, they’re doing it right.

“Gentlemen’s Factory is more than a clothing brand for those who love motorbikes,” says co-founder Laurent Savone. “It’s a fellowship of men who live and breathe a passion for motorbikes each and every day.”

“We used to do design and photography work for other brands,” he continues. “So our studio quickly turned into a place for all kinds of creations. We customize motorbikes, fixies and skateboards.”

Gentlemen’s Factory has already rolled out four builds—and this folksy Kawasaki W650 is the latest. It was built in collaboration with Comete Motorcycles, who have just set up shop in the same premises.

“We wanted to create a simple and agile custom,” explains Laurent, “as light as a BMX, and which could be used in town or on a speedway track.”

The W650 certainly appears more svelte now, thanks in part to its new fuel tank. It’s a Suzuki VanVan unit, adorned with an eye-catching illustration hand-painted by Laurent’s business partner Bruno Allard. Flowing off it is a slim, full-length leather seat—designed by Laurent and executed by Comete.

Tossing the stock side covers, battery and air boxes has shed more visual weight. The bike now runs on K&N filters and the carbs have been upgraded with a Dynojet jet kit. The electronics—along with small Lithium-ion battery—are housed in a discreet, custom-made battery box under the seat.

The rest of the bike has benefited from simple changes: There’s a pair of Progressive Suspension shocks (taken from a Harley-Davidson Sportster), blacked-out reverse cone mufflers and a set of Dunlop Trailmax tires. The rear fender is a modified Harley item, and the lighting is all from the Wrenchmonkees online store.

It’s an uncomplicated, slightly kooky build—and we dig it. Perfect for hopping curbs all day, or tearing up a dirt track without the fear of binning it. We’re looking forward to more from these gentlemen.

Gentlemen’s Factory website | Facebook

The post A Cheeky W650 from Gentlemen’s Factory appeared first on Bike EXIF.

With just 29 horses on tap, the Royal Enfield Continental GT is not the most likely of racebikes. But what it lacks in power, it makes up for in old-school charm.

Fresh from the factory, the GT is a dead ringer for the home-built cafe racers of old, in a more modern package. Sure, the bike is a little outgunned by today’s standards, but it has potential—as the French RE dealer Tendance Roadster has just shown.

Tendance boss Guillaume Tiraud is a fan of the Iron Bikers races, held on a circuit near Paris. Fleets of Royal Enfield Bullets battle with 1950s Norton Manxes, BSA Goldstars and Matchless G50s.

“Now we have the Continental GT in the range,” says Guillaume, ” my chances of passing the British bikes on the track are even higher than with the Bullet!”

In the handling stakes, Guillaume is pretty chuffed with the stock Continental GT frame, which was designed by Harris Performance in the UK. “It’s just perfect for race use.” he reckons. “Precise and easy to handle.” The Paioli gas-charged shocks, Brembo brakes and Excel rims help things along too.

So Guillaume decided to transform his run-of-the-mill GT into a race bike. Starting at the front, he took a Norton Manx fairing and reshaped it to fit, via a custom-made stainless steel bracket. He then installed a new set of clip-ons that sit much lower than the stock setup.

You can get the conversion in kit form, at a cost of EUR845 (around $1,000) and installing it is a four-hour job for a home mechanic.

The engine desperately needed a boost, so Guillaume has also upgraded the camshaft and valves, and remapped the fuel injection. A stainless steel exhaust system gives a little extra kick.

Guillaume’s named his GT “Vitesse”—French for “speed”—and reckons it’ll be the fastest bike in its class at the Iron Bikers events next year.

If you’ve got a Continental GT in your garage—and why not, it’s only $7,200 brand new—we reckon the Tendance Roadster kit is a bargain.

Is it enough to tempt you into the Royal Enfield fold?

Tendance Roadster website | Instagram | Facebook | Images by Daniel Beres.

The post How to turn a Royal Enfield into a racebike appeared first on Bike EXIF.

In a sea of identikit BMW customs, we’re always on the hunt for a fresh take on Bavaria’s finest. And this sharply-styled scrambler hits the mark effortlessly.

It’s from Estonia’s Renard Speed Shop, and it’s based on one of the more modern boxers—a 2006-model R1200S.

Renard’s Andres Uibomae had the R1200S in his workshop and was planning to build a café-racer when a new customer came along. “He recently rode around the world with his GS,” says Andres, “but now he wanted something for the ‘Sunday ride.’ A similar bike, but a bit ‘lighter,’ and with the Renard Speed Shop touch.”

Andres decided to build a rideable scrambler that could easily pass for a factory prototype. With 122HP and 112Nm of torque on tap, the R1200S was the perfect candidate.

It was visually off the mark though, so Renard ditched all the bodywork and began redesigning every inch of it. This meant fabricating a new fuel tank, fenders, an enduro-inspired seat and new side panels; all from aluminum. The seat and side panels have both been covered in Alcantara.

The bike’s stance has also been altered slightly, thanks to a new pair of Kineo wheels (19” at the front and 17” at the rear) wrapped in Metzeler Karoo 3s. Kineo’s unique wheels are both spoked and tubeless—making them incredibly practical for off-road applications.

With no real need to boost the power from the boxer engine, Renard focussed on suspension and brake upgrades. Öhlins shocks and Beringer brakes have been installed, along with a Beringer hydraulic clutch.

Mated to the brake and clutch levers are Renard’s signature CNC-milled switches. Finishing off the cockpit are bars from Neken, a Motoscope Pro speedo from Motogadget, and LED bar-end turn signals from Kellermann (used at the rear too). The headlight is a Speaker LED unit, capped off with a hand-made fly screen.

One of the the less obvious changes is the new exhaust system. Akropovic headers flow into a shortened Fresco silencer, mounted vertically on the left of the bike. It’s connected to two stainless steel cones via custom-made branches.

Renard certainly don’t do things in half measures. The R1200S is loaded with tiny, easy-to-miss features—like the beautifully crafted heat-shield ‘wings’ that visually connect the back of the seat to the side panels.

Our favorite detail is the subtle splash of color on the subframe, matching the light blue from the BMW Motorrad racing motif on the tank. It’s tastefully carried out through the entire build—from the shock springs to the switchgear buttons, and even on one of the swingarm linkages.

The result is a trifecta of technical prowess, thoughtful details and a unique aesthetic.

Not to mention a breath of fresh air.

Follow Renard Motorcycles’ work via their website and Facebook page.

The post Renard’s Retro-Futuristic BMW scrambler appeared first on Bike EXIF.

Kawasaki KZ650s don’t come across our desks too often. So we were intrigued to see this one from Monsieur Willie Knoll at Paris’ Clutch Custom Motorcycles.

Willie has an obsession with lines and details, and a knack for nipping and tucking a bike until everything sits just right. Equally impressive is his eye for finishes—Clutch bikes are delightfully grungy, but never looked slapped together.

It’s a style that the Kawasaki KZ650 wears well. For starters, Clutch have massaged its stance into place, by fitting an 18” wheel from a US-spec KZ1300 up front. They’ve also lowered the suspension eight centimeters at the front and four at the rear. The tires are Dunlop K180 in matching sizes: 18/5.00.

Hooked up to the new front wheel are forks and brakes from a Triumph Speed Triple, connected via a custom-machined triple tree setup and front axle. Out back is a pair of shocks from Hagon—built specifically to match the swingarm, which Clutch shortened.

As for the bodywork, the stock fuel tank is retained, but Willie’s redesigned the front and tunnelled it for a better fit. He’s edited the frame too—with a slight kick in the rear supporting a new hand-made seat.

Other hand-made items include the fenders, gas cap, battery box and foot pegs—for both rider and passenger. More discreet lighting components have been fitted too.

Clutch treated the 1981-spec engine to a full rebuild, installing a set of K&N air filters and a pair of Spark mufflers. They also rewired the bike using Motogadget components, including a new speedo and switches. Along with a set of clip-ons and Brooks leather-wrapped grips, it makes for a super-neat cockpit.

In typical Clutch fashion, the finishes are a subdued mix of raw and glossy textures and colors. The result is sublime: a Kawasaki KZ650 that looks perfectly at home in the style capital of the world.

Clutch Custom Motorcycles | Facebook | See our archive of previous Clutch builds.

The post Clutch Customs’ sublime Kawasaki KZ650 appeared first on Bike EXIF.

Turning old dualies into retro customs is all the rage lately. We’re not complaining—done right, the results are sharp looking, easy-going bikes.

The process comes with challenges: Most thumpers built in the ’80s and ’90s celebrated function over form. They’re delightfully utilitarian, but that means builders have to contend with clumsy bodywork and awkward lines.

That’s why Maria Motorcycles almost didn’t take on this particular project, a 1992 Yamaha XT600. “It’s one of the most common bikes here in Portugal,” says Maria’s Luis Correia, “but definitely a very difficult base to work on.”

Correia and his crew decided to fuse the vibe of old, small-capacity city bikes with the go-anywhere attitude of a dual-sport. Their first hurdle was the XT600’s asymmetrical, oil-carrying frame. Working around it, they managed to fabricate a new subframe and reroute the exhaust headers—adding a Spark muffler in the process.

After much effort, they also managed to fit an old Honda CB360 fuel tank. Right behind it is a hand-made seat, wrapped in leather. The electrics and a Lithium-ion battery are tucked away in a custom-made aluminum box underneath.

The motor’s been stripped, rebuilt and repainted entirely in black. Maria also lowered the forks and installed a Hagon spring kit, and re-laced both wheels. The front has dropped in size from 21” to 18”—giving the XT a little more visual balance.

A tidier headlight, taillight and speedo, and a set of vintage enduro-style handlebars round off the package. The tires are Heidenau K60s—a popular choice among dual-sport riders.

Most of the XT600’s finishes are dark and subtle, but Maria couldn’t resist adding a splash of color. “Most people see it as a dirty and aggressive bike,” says Luis, “but the lollipop color of the tank suggests the lovely curves of bikes like Vespas.”

“That’s why we’ve named it the ‘Dirty Geisha': a beautiful and elegant girl crossed with a rough, all-terrain truck!”

As for the dash of orange on the headlight: that was added just for kicks.

Maria Motorcycles | Facebook | Instagram

The post Dirty Geisha: Maria Motorcycles XT600 appeared first on Bike EXIF.

Thor Drake owns Portland’s finest custom motorcycle store. He is also improbably tall, and his name is pronounced ‘Tor’ with no ‘h’. You could say he’s the living embodiment of the city’s unofficial slogan: “Keep Portland Weird.”

If the name sounds familiar, that’s probably because Thor runs The One Motorcycle Show and organizes the 21 Helmets exhibition, both regular fixtures on the US custom calendar.

But most days you’ll find Thor at his See See Motor Coffee Co. establishment, which is the kind of business we’d all like to run. It’s essentially a motorcycle café that also sells cool gear, books and magazines—and has a couple of workshops tucked away at the back.

When did you start See See? We’ve been in action for seven years. I started it with Drake McElroy and a loose idea: that a dirt bike would be a good platform for a café-styled bike.

We grew up playing in the dirt, and wanted something fresh and new to work on. So Drake built a YZF450 and I built an XR400. We built bikes that looked good and performed well, with some classic design cues.

Where did that logo come from? I had a strange dream about the logo, and built a name and brand around it. The logo was a hat tip to the fact that motorcycles make me very happy. A lot of stuff at the time was all about skulls and being ultra tough: we just wanted to make something different.

We came up with the See See name to be less motorcycle-centric, but it also refers to the style of bikes we like: metric or “cc” bikes. The “See See” also comes from the eyes on the logo.

When did you open the store? On 10 June, 2010. It was a small shop on the industrial north side of Portland. We were one of the first Poler Stuff and Biltwell dealers.

How did you pick your location? Our location found us—we don’t have deep pockets, and that was a huge factor. We’ve now moved to central Portland, on one of the main roads. But we’re pretty isolated as far as businesses go, there’s not much around us.

My partner George Kassapakis assured me it would be a good spot, but I didn’t see it at first. But after we gutted the building I saw huge potential. It was four months of 12-hour days just getting the coffee side open.

What’s it like inside? When you walk in the door you will notice 130-year-old barn wood. The front of the coffee bar is sheet metal I used in my last workshop as flooring. The whole back wall is stuff I pulled down during the renovation. The uprights on the bar are old frames, and I even used my old coin collection for covering ugly hardware.

George and I built the whole place, and I’m damn proud of that.

What do you sell? Premium Stumptown coffee, breakfast pastries by Roman Candle Bakery, sandwiches made in-house, and other tasty treats. We have hot dogs for lunch, and they are damn good. Some say the best. We have a couple of craft beers, wine and domestic lagers too (like Rainier Beer).

We also sell motorcycle parts, helmets, jackets, safety gear and lifestyle clothing. It’s a curated mix of big and small brands—such as Icon, Bell, Biltwell, Brixton and Danner. Plus Chrome bags, Electric Sunglasses, and stuff from Loser Machine and Busch Bros. And even Deus ex Machina.

We have an expanding in-house line of See See gear too, and make a few parts of our own—like mini switches.

What are the workshops like? One side is a tiny machine bay, and the other is for tuning and assembly. We don’t mess around with any maintenance, with the exception of our own bikes. We do about four customer bikes a year.

We always try to build motorcycles that are fun and different. We just did a custom Rokon for Danner Boots—I was real excited to do that one. Somehow we’ve got labelled as café-style builders, but we have only done a few. And even those are pretty different from the standard café style.

You sound busy. It’s a careful balance. You need to make it worth your time, but you don’t want it to be too much like work. You see a lot of builders get burnt out by trying to make motorcycle building their main business. It can turn from a hobby to a poorly paying job pretty quick. Someday I want to be old and still excited to build motorcycles.

I don’t get to spend as much time as I would like in the shop itself. I think about it all day long, but business work (i.e., emailing) takes up most of my time.

Has See See lived up to your expectations? We are still open. I think that deserves a high five! But it’s been mountains of work.

Running a small business in the USA can be tricky. It requires a ton of balance between work and pleasure, and most of the time the lines are blurry. I would say 70 percent of the time I’m doing work that’s just like any industry, across the board. If you want to own something nice, you have to clean it and take care of it—and that’s not glamorous work.

But I wanted to add to the motorcycle scene, something I enjoyed. Growing up as a skate rat in skateboard shops, you learn to foster your community. I’ve always wanted to be inclusive and open, showing people like myself a little knowledge and acceptance.

But, as you know, the motorcycle world is pretty quick to judge, classify and discriminate. I never understood this.

What kind of people visit See See? This is the best thing—we have no specific type of customer. If I had to categorize them at all, I would say they are all nice people.

We get a lot of young families, older enthusiasts, and lots travellers who stop in on their trips. On the motorcycle side we get it all as well. We love all types of motorcycles, so we cater to all types of bikes.

What’s it like being based in the hipster capital of the world? Well, if you like motorcycles, good food and the wilderness, and you don’t have millions of dollars, Portland is a pretty damn good place to live.

I lived here before the word “hipster” was the common name for young people. The word is too broad for my taste—I don’t even know what it means. Maybe it’s someone born between 1975 and 1987? Or is it a haircut? I have heard a lot of talk about skinny jeans, but punks wear the same style. So do cowboys for that matter.

What bikes do you ride yourself? Oh boy! Dirt: ’14 KTM 500 XC-W, ’75 Husky CR250 and a ’86 Honda CR250. Flat track: ’78 Trackmaster Yamaha TT500, and a ’74 Framer Yamaha MX250. Street: ’74 Cone shovel FLH Harley Davidson, ’10 Triumph Scrambler 900, ‘79 SR500 (owned since I was 17 years old), and a ’99 Ducati Monster 750.

We’ll come and visit. When are you open? We’re open seven days a week. Sometimes we have night events. I love having night events.

See See Motor Coffee Co., 1642 NE Sandy Blvd, Portland | Facebook | Instagram

Photos by Michael Antonovich.

The post Shop Visit: See See Motor Coffee Co. appeared first on Bike EXIF.

As classic BMWs go, the “slash-5s” are pretty sought after. They’re packed with little styling details that eventually fell away on later models—like the rounded air box, ‘peanut’ engine covers and the ‘toaster’ tank.

Add those details to a luscious old-school paint job, and you’ve got a winner. This is ‘Recall,’ an R75 from Portugal’s Ton-Up Garage, and it absolutely drips with vintage style.

There’s a sentimental story behind this particular R75/5 too. Its current owner effectively grew up with the machine, because it originally belonged to his stepfather. When it left the family, it stood neglected for many years before the owner got his hands on it again.

“He then saw our BMW R80 ‘Dark Law‘,” says Ton-Up’s Pedro Oliveria, “so he was comfortable with our experience customizing R-series BMWs. He asked us for a bike with refined lines and glamour.”

Reviving the old boxer involved a complete nuts-and-bolts rebuild. The entire engine was overhauled, as well as the carbs—which were re-jetted and equipped with cone filters. Ton-Up redid the wiring too, installing a new ignition and a Lithium-ion battery—the latter stashed in the now-disused air box.

The wheels were rebuilt with a new pair of 18” rims and stainless steel spokes, and are now shod with Pirelli MT43 trials tires. The rims and hubs have been powder coated black, and the brakes have been refurbished.

The bike sits lower thanks to a new, shorter set of rear shocks and modifications to the front suspension. Ton-Up also built a new subframe and seat—shorter than stock, but long enough to accommodate a pillion. The fenders and exhaust system are also custom-made items.

One of the R75/5’s nicest features is its headlight, which houses the ignition, speedo and rev counter. Ton-Up kept it mostly original, but designed and fabricated a new speedo outer ring and fitted new dial hands. They also replaced the turn signals and tail light with neater items.

Further upgrades to the cockpit include a set of low-rise bars, Brooks leather grips, and new levers and switches. The wiring now runs inside the bars for a cleaner finish.

With so much work going into resuscitating the R75/5, the paint scheme had to be on point. “It was very important for us to keep the BMW identity,” says Pedro. “We wanted to combine colors that gave it a mature, glamorous look—and a vintage touch that would allow our client to travel through his memories and ‘recall’ them.”

The combination of dark grey, red and pearl white hits the mark perfectly. Ton-Up haven’t just put the old boxer back on the road—they’ve also managed to make it even more charming than it originally was.

Belo!

Ton-Up Garage website | Facebook | Instagram | Images by Aloisio Brito.

The post Recall: A BMW R75 dressed to kill appeared first on Bike EXIF.

South Africa is a motorcycling nirvana—especially for dual-sport riders. From the winelands in the Western Cape, all the way across to the Midlands in KwaZulu Natal, great riding and idyllic scenery abound.

Commuting in Johannesburg is a far cry from traversing the countryside though. Jozi has it all: congestion, potholes, traffic lights that don’t always work and lawless minibus taxis.

Caiman Urban ‘n Dirt are dead set on building motorcycles that thrive in this environment. “Many people say that Africa is not for sissies,” says Caiman’s Walter Stander. “Our motorcycles need to look the part: rugged, and with earthy color schemes that resonate with our sometimes edgy city.”

Caiman’s latest release is this Honda CX500 scrambler. Robust and purpose-built, it sums up the Randburg shop’s blunt aesthetic.

“The CX has a wonderful frame that lends itself to modifications on the rear suspension, subframe and seat,” explains Walter. “We decided not to make any dramatic changes to the fuel tank and front end.”

Gone are the CX500’s twin rear shocks. They’ve been replaced by a mono conversion, using a Yamaha YZ250 shock with an upgraded spring. The front suspension has been left alone, but treated to a new set of fork gaiters to help keep muck out.

The subframe is now shorter and supports a custom solo perch. To clean up the area under the seat, Caiman ditched the airbox and tidied up the wiring. Everything runs on a smaller battery now—hidden away behind a hand-made skid plate. A pair of blacked-out reverse cone mufflers has been installed too.

Up front are a set of tracker bars, an Acewell speedo and a smaller headlight. The turn signals and side-mounted tail light are a style that we’re used to seeing on cruisers, but they suit the CX500 well.

For paint, Caiman coated the frame brown and treated the tank to a subtle two-tone paint scheme. The wheels were powder coated black—along with a select few other parts—but the engine cases were left raw to maintain character.

Knobbly tires from Kenda were fitted for both their visual and practical appeal. “Thick knobbly tires and longer travel suspension make riding a lot easier in Joburg,” explains Walter.

“With very little demarcated parking, they help with climbing onto kerbs and embankments to find safe parking—while you enjoy a beer that certainly does not adhere to the Reinheitsgebot.”

Sounds lekker to us.

Follow Caiman on Facebook | Photos by Louis van Zyl.

The post Urban Scrambler: Caiman’s Honda CX500 appeared first on Bike EXIF.

Thanks to BMW Motorrad’s aggressive (and slightly genius) marketing strategy, custom R nineTs were popping up before the bike had even hit showroom floors. And now that the furor has died down, local distributors are having a go too.

BMW Italy recently invited dealers to participate in an R nineT build-off and one dealer turned to Officine Sbrannetti to build their entry. This is it, and as far as we’re concerned, it’s a shoo-in.

Officine Sbrannetti is a fairly young operation, run by five friends out of an old house in La Spezia. They started up two years ago—spending the first nine months converting the house into a workshop before tackling their first motorcycle.

This R nineT is only their seventh build, but it’s an absolute cracker. “We had an idea in our heads,” says founding member Jody Basso. “We chose to base our R nineT on an important historical BMW motorcycle.”

That motorcycle was the legendary BMW RS54 Rennsport (above), piloted to second place in the 1956 500cc World Championship by Walter Zeller. Since the profile of the R nineT is radically different, the goal was to build a modern homage, rather than an exact replica—while carrying over as many details from the Rennsport as possible.

The BMW R nineT’s original fuel tank was handed over to Pierluigi Tagliagambe from TP Design in Massa. He finished it in a mix of matte and gloss black, with a textured aluminum stripe to mimic the white pinstripes on vintage BMWs. The areas where a racer’s thighs and arms would make contact with the tank were then distressed, giving the bike a track-worn vibe.

Turning their attention to the seat, the team fabricated a metal base that could be attached using existing fittings.

Leather artisan Andrea Lava of LA1972 upholstered it in aged leather, and also created a matching tank belt and sternum pad, embellished with the name and number of the bike.

Officine Sbrannetti prefer to use metal when fabricating parts, rather than plastic or fiberglass. In keeping with this they asked another friend, Emanuele of Della Signs, to make a set of number boards.

“The plates and numbers are aluminum, held together by nails,” explains Jody. “It’s very skilled handiwork.”

The boards were fitted using hand-made brackets, with the front bracket doubling up as a mount for a small MMB speedo. The Sbrannetti crew then trimmed the stock front fender and modified a rear fender from Officine 08. Both were fitted using custom-made braces, with the rear fender aligned to hug the wheel in the style of the RS54.

Staying with the vintage feel, the valve covers and swingarm were stripped and finished in a light grey. But now the black wheels and gold forks looked out of place. So they were anodized in silver and black respectively by another La Spezia company, Style & Performance.

Style & Performance also supplied the nineT’s finishing kit: aluminum rear-sets, clip-ons, a new top triple tree, and a unique filler hole flange for the fuel tank to enable the use of a Monza gas cap.

“For the exhaust system, we wanted the effect of the open exhausts from competition bikes in the 1950s,” says Jody, “but that noise had to be ‘acceptable’.” To achieve this, they turned to Sicilian company MASS. “They proved to be incredibly helpful, developing a new system from scratch, completely approved for road use.”

Despite this, the R nineT as it’s shown here (complete with racing slicks), is not road legal. “We realized our project purely as a racing version, with no compromise,” explains Jody. Even so, there’s a version of the front plate with a headlight, and a license plate holder.

In a final tribute to Walter Zeller and his Rennsport, Officine Sbrannetti dubbed their R nineT “Spirit of Zeller.” And as modern interpretations of vintage race bikes go, it’s as good as it gets.

Officine Sbrannetti website | Facebook | BMW Motorrad R nineT official site

The post Spirit of Zeller: a BMW R nineT homage appeared first on Bike EXIF.

Winston Yeh has an uncanny talent: he builds custom Harleys that excite people who don’t normally like Harleys. Operating as Rough Crafts out of Taipei, Taiwan, his creations are lean and brooding—with impeccable finishes.

In short, the man has great taste, as is evident by his latest build. “Dyna Guerilla” is a 2009 Fat Bob—trimmed of the fat and wrapped in a slick exterior that panders to its strength: the torquey 1584cc v-twin tucked away inside.

To improve the Fat Bob’s stance, Yeh’s matched a set of Progressive shocks at the back to a Progressive lowering kit up front. The forks have been coated in titanium black and upgraded with a set of Arlen Ness Hot Legs fork legs.

The wheels are also from the Arlen Ness stable: 16″ at both ends, wrapped in a pair of 5.00 Coker/Beck Cycle Blackwalls. For brakes, Yeh turned to Arlen Ness again—matching a set of their billet caliper housings to composite rotors from Lyndall Brakes.

“I met the Ness family several times at different shows and we became friends,” says Yeh. “They offer good deals on parts and, since I don’t have any allegiance to any particular brand, I thought I’d go ahead and try it out.”

From his own Rough Crafts collection, Yeh’s fitted a set of Fighter handlebars—with Rough crafts risers and grips, and a mix of Rough Crafts and Performance Machine controls. The foot controls, air filter, fuel tank and cap, rocker arm cover and seat (with removable pillion unit) are also Rough Crafts components.

The headlight is a Harley-Davidson Forty-Eight unit, treated to a grill with matching tail light and turn signals. Rounding off the package is a pair of Rough Crafts Guerilla exhausts, and a Voodoo fender strut kit from Rocket Bobs.

Given Taiwan’s ruthlessly strict laws on customizing bikes, the engine is essentially stock—and the frame has only received minor edits. But just about everything else is new.

Yeh turned to CT-Garage to handle all the assembly work, and Air Runner Custom Paint for the graphics. The bike’s almost completely murdered out—with a mix of black finishes contrasted only by the engine’s polished fins.

The Dyna Guerilla was originally intended as a personal project: a bike to showcase Yeh’s abilities. Despite this it was sold early on—before the project was even completed.

Somehow, we’re not surprised. Check out the Bike EXIF archives for a jaw-dropping selection of previous Rough Crafts bikes.

Rough Crafts Facebook | Instagram | Air Runner Custom Paint | Images by Bobby Ho.

The post Blacker than black: Rough Crafts’ Dyna Fat Bob appeared first on Bike EXIF.

Most custom Honda Dominators trade their original lines for a cleaner, flat-tracker inspired look. This particular one breaks that mould with a rough, throwback scrambler vibe—and we dig it.

It belongs to Nico, co-founder of French moto lifestyle site 4H10. With two café builds under his belt, he wanted a daily runner with a totally different style.

“Café-racers are boring in Paris,” says Nico. “They are too heavy, too hard to turn, uncomfortable and perhaps a little too mainstream.”

“I wanted the complete opposite—a lightweight, cheap and strong motorbike. A bike I could use every day, and everywhere.” The “Dirty Sandy” project was born.

The Honda NX650 Dominator was the perfect candidate: bulletproof and easy to find parts for, with ample power and disc brakes at both ends. “I wanted to keep the spirit of the Dominator,” says Nico, “but refine the modern 90s design—with a low budget.”

Since reliability and cost saving were paramount, Nico left the engine, air box and electrical system stock. In fact, he didn’t even strip them from the frame: using basic tools, he only removed the bits that needed replacing or repainting.

The frame itself received a minor edit. After many unsuccessful attempts, Nico turned to fellow Parisian Willie Knoll of Clutch Custom Motorcycles, and asked him to build a seat for “two small asses.”

At the same time, two inches was trimmed off the rear of the frame. Nico had originally wanted a new rear loop added in, but this would have meant sending the entire frame off for powder coating—something the budget didn’t allow for.

Vintage Honda CB fuel tanks are a popular mod on Dominators, but that wasn’t the look Nico was after—so he chose a 1984 XL250R tank instead. It only holds 10 liters for a whopping range of 110km, but, as Nico quips, “That’s the price you pay for a cool design!”

He also re-routed the bike’s exhaust, fitting a set of GB500 headers with a stainless steel muffler. (Apparently the combination sounds incredible.) Other mods include a 19” front wheel and a vintage enduro headlight with the lens painted yellow. The grips are from Oury, and the tires are dual-sport Continental TKC80s.

Nico calls his Dominator “the perfect big toy for Paris.” With good ergonomics and practical mods—it even has fenders—we’d agree.

And judging by these photos, it’s just as much fun outside the city. Would you take it for a ride?

Photos by Götz Göppert.

The post Dirty Sandy: 4h10’s custom Honda dual sport appeared first on Bike EXIF.

Some custom shops like to breathe new life into old motorcycles. Others put a vintage spin on modern machinery.

Tito and Jose of Spain’s Macco Motors have gone for the vintage approach with this CB750, and it works a treat. You’d never guess at first glance, but it’s actually a 2002 Honda—the model better known as the Nighthawk 750, and a machine with less graceful lines than its predecessors.

“We wanted to give the Honda a retro-modern look,” says Jose, “by changing the fuel tank, paint scheme, side panels and backside.”

To sweeten the clunky lines, Macco Motors borrowed a tank from a 1973 CB750 Four. It had to be restored, and then altered to fit the newer 750 frame.

They then re-engineered the rear end of the frame and the area under the seat to be neater, and to be able to accommodate a steel battery box and custom-made seat. The subframe now ends in a sharp point rather than a loop, tracing the outline of the café-style perch.

The new battery box not only holds the battery, but also the starter relay and rear brake reservoir, mounted on small brackets. The rest of the electrical bits are hiding under the seat hump.

Wrapping up the bodywork are a pair of hand-made steel number boards, complete with grill-lined vents. The front fender is the original Honda item, shortened.

The CB750’s engine was opened and treated to a new set of gaskets. The carbs were cleaned and the airbox ditched in favour of a set of filters. A pair of megaphone mufflers was adapted to fit the CB’s stock headers, and the whole setup was tuned.

Macco Motors opted to retain the standard suspension—but rebuilt the rear shocks. The wheels are stock too, wrapped in Continental ContiMotion rubber.

To tidy up the cockpit, the standard handlebar mounts were cut off and the top yoke welded up and polished. It’s now equipped with a set of clip ons from Tarozzi, grips and a 5¾” headlight from LSL, and a small analog speedo. Tiny turn signals and a Mongrel-style tail light—mounted on a custom license plate bracket—have also been fitted.

To finish everything off the frame, engine and tank were painted in a striking black, metal and red color scheme to emphasise the CB750’s sharp new lines.

It’s the perfect addition to Macco Motors’ blend of modern tech and classic style. And—since “Spitfire 09” was a commissioned build—we’re willing to bet Jose and Tito were sad to see it go.

Macco Motors | Facebook | Instagram | Photos by Sergio Ibarra from Semimate.

The post Back To The Future: custom Honda Nighthawk appeared first on Bike EXIF.

Unless you’ve been living under a lump of naturally occurring solid aggregate, you’ll know that scramblers are all the rage right now. And by ‘scramblers’ we loosely mean bikes with a go-anywhere attitude, upright ergonomics and retro-cool looks.

A Harley 1200 is not the obvious platform for this style. But some stellar Sporty-based examples have rolled out of garages lately, and this is one of the best. It’s from Renard Speed Shop, and it’s the Estonian outift’s first Harley build.

The commission came from Bertl’s, a small Harley dealer in South Germany. The Germans wanted a custom XL1200 for a bike show, and they loved Renard’s Bonneville T100 scrambler.

There was a catch though: the Sportster chassis couldn’t be altered in any way. “The whole rebuild had to be bolted to the original frame,” says Renard’s Andres Uibomäe. “So we couldn’t cut anything off, or drill holes.”

Still, Renard managed to change the Harley’s looks substantially—starting with a completely custom fuel tank and seat. To match the new lines, they also added a set of aluminum side covers—hiding the stock side cover and oil tank.

A set of 70mm longer-than-stock Öhlins shocks (anodized black) gave the Sporty a much-needed kick in the tail. Up front, Renard added a set of preload adjuster caps to the front forks. And the Harley now rolls on a set of Dyna spoked wheels—19” in the front and 17” in the rear, fitted with Metzeler Karoo3 tires.

The stunning upswept exhaust—complete with carbon fiber end cap—is from Roland Sands Design, as are the rear sets. A new headlight bucket houses the stock HD element, while the turn signals are from Rizoma, with the rear pair doubling up as a tail light.

Leaving the frame stock meant that the rear fender struts were now protruding beyond the new, slimmer mudguard. So Renard put them to use—fashioning a multi-purpose luggage rack around them.

For paint, things were kept stealthy: matte black, with a semi-matte stripe separated by a gold pinstripe. “I wanted to have some graphics on the tank,” says Andres, “so the client’s logo seemed like a good idea…”

The whole project was wrapped up in just a month. And, true to the brief, the original frame is still untouched—so you could return this Harley to stock.

Not that you’d want to, would you?

Renard Speed Shop website | Facebook page | Instagram

Every year, 120,000 motorcycles roll off the production line in BMW’s giant Berlin factory. But some of the most interesting Beemers come from a tiny workshop just 15 kilometers to the east, on the banks of the River Spree.

That’s where you’ll find Urban Motor‘s Peter Dannenberg, a man who tweaks the lines and details of BMWs and turns them into something extra speziell.

His latest bike is this incredibly honed ’87 BMW R80 monolever, appropriately dubbed ‘Clean Beem(er)’. It was built for a fellow Berliner Johannes—an architect who commissioned it as a 40th birthday present to himself.

“Johannes wanted a low-riding, short and agile urban racer,” says Peter, “with some non-racing features for more comfort. Like not using clip-ons.”

Urban Motor dropped the R80’s front suspension 2.5” to get a more aggressive stance. Then they upgraded the forks with Wilbers progressive springs, and added a Wilbers Ecoline shock out back.

A set of BMW cross-spoke units replace the stock wheels. Measuring 18” at the front and 17” at the rear, they’re fitted with Avon Roadrider AM26 tires for maximum tarmac grip.

Urban Motor opted to retain the R80’s stock /7 tank, but fabricated a slim tail unit with a leather seat, mounted on a bespoke subframe. The area underneath it is bare, thanks to a full Motogadget electronics installation that includes the m-Unit and m-Button control units, an m-Lock keyless ignition, m-Switch Mini switchgear and a Chronoclassic speedo.

Urban Motor have also made a custom gearbox casing cover to replace the airbox and complete the engine’s line. The battery’s now located underneath the frame, and the engine has been treated to a pair of K&N filters and new mufflers.

When it came to speccing parts for the R80, no stone was left unturned. It’s kitted with a Brembo PS13 master cylinder, Stahlflex brake lines, and LSL handlebars with Magura grips and Tommaselli controls.

There are also mirrors from Oberon, rear-sets from Tarozzi, a new 5 3/4” headlight and LED turn signals with a brake light feature integrated into the rear pair. Finishing it off is a small alloy front fender, and a hand-made, side-mounted license plate bracket.

When all was said and done, Urban Motor designed a sublime green and white paint scheme—sending it off to Sven van den Brandt to execute.

Check the way the lower white section of the tank aligns with the seat unit. Like the rest of the R80, it’s just wunderbar.

Urban Motor website | Facebook | Instagram | Images by Tim Adler Photography.

We’ve probably used every superlative in the book to describe the Clutch Custom style by now. Propriétaire Willie Knoll builds bikes that we just can’t tear our eyes away from.

As we’ve come to expect from the Paris-based builder, this XS650 is low-key and refined. But it’s stacked with hand-made bits and pieces—details that M. Knoll prides himself on, but claims won’t be noticed at first glance.

For starters, the XS650 now packs an extra wallop thanks to an engine rebuild with a 750cc big-bore kit. Helping the extra cubic centimeters do their job are a pair of Dell’Orto carbs, K&N filters and classy Spark mufflers.

The front-end has been thoroughly re-engineered too, with a set of Yamaha SR500 forks mated to custom-made triple trees.

The front drum brake is also from an SR500. Like the stock XS650 rear hub, it’s laced to a new 18” rim, wrapped in Avon Roadrider rubber.

To clean things up visually, Willie’s cut the wiring right down. (Since the XS650 has a kick starter, he’s also eliminated the battery.) The stock fuel tank has been re-tunnelled to accommodate the remaining electrical components.

The café-esque seat unit and cowl are hand-made, perched on top of a re-worked subframe.

Other one-off bits include new clip-ons, foot pegs, exhaust and headlight brackets and a very neat gas cap. Minimalist lighting rounds off the package.

Willie has kept the finishes on the XS650 raw and industrial—with just a splash of color on the fuel tank and headlight lens.

We applaud Monsieur Knoll for his impeccable taste. And we’re intrigued to hear that what started out as a personal project is now for sale.

Would it fit in your garage?

Clutch Custom Motorcycles | Facebook | Instagram | Previous Clutch builds.

Harley-Davidson customs have changed for good. The raked-out, built-for-TV monstrosities are a dying breed, and the baton has passed to a new wave of crisp, sporty builds that we’d happily ride all day.

Workshops like DP Custom Cycles are leading the charge. Brothers Jarrod and Justin Del Prado build honest, functional rides—and often finish them off with eye-catching motorsport liveries.

‘The Player’ is based on a 1997 Harley-Davidson Sportster 1200, and it’s a commission from a previous customer: “We’d already built him a hardtail bike called Hollywood,” explains Jarrod. “This time, he wanted a full suspension bike to squirt around on his local city streets.”

DP Customs have dressed their Sportsters in everything from Gulf Oil to BAR colors before. This time, they opted for the iconic John Player Special scheme—a hat-tip to Mario Andretti and his 1978 F1 Championship-winning Lotus-Ford.

“Mario Andretti is our favorite race car driver of all time,” says Jarrod. “In 1993, we saw him score his last IndyCar win, right here at Phoenix International Raceway. So when our customer mentioned that he loved the classic JPS colors, we decided to go with that.”

“Our goal was to build a bike that’s fun to ride on a daily basis, and looks minimal and sharp.”

The racing theme extends beyond the paint, with DP Customs editing the frame and fabricating new bodywork for a lightweight and angular look.

The fuel tank and tail section are hand-made from steel, along with the oil tank—which masquerades as a spoiler. Note how it flows perfectly into the exhaust, which is DP Customs’ own proprietary Box Pipe.

Cosmetic changes alone weren’t going to cut it. On-road behavior has been enhanced with a set of fully adjustable Progressive Suspension 970 shocks; the forks have been upgraded with Progressive Suspension springs and 39mm preload adjusters from Speed Merchant.

The engine was given a boost with a Dynatek single fire ignition coil, and a rebuilt and re-jetted CV carb. The stock belt drive has been ditched for a chain setup, with a whopping 51-tooth PBR rear sprocket, “for added spunk out of the hole.”

DP Customs designed the 19” front and 18” rear wheels themselves, and had them CNC milled. They’re wrapped in Pirelli Sport Demons, with braking duties handled by Brembo calipers and ISR master cylinders. A small Ballistic battery been installed too, stashed away in the new tail section.

Other top-shelf parts include ISR adjustable hand controls, Chainsikle mid-set foot controls, plus bars, risers and grips from Biltwell. The only dial is a simple rev counter from Stack. The superb paintwork is by Walkers Way.

With angular bodywork and vastly improved dynamics, we reckon this 1200 Sportster is a worthy machine to carry the famous Formula 1 colors.

We’re also betting that Mr Andretti—who started riding motorcycles as a child—would approve.

DP Custom Cycles website | Facebook | Instagram

Custom motorcycles often get accused of looking good, but not riding worth a damn. So it’s great when a builder devotes as much attention to a bike’s performance as its looks.

Take this BMW R 100 from Madrid-based Café Racer Dreams. It has the subtlety and elegance we’ve come to expect from Pedro García and Efraon Triana—plus a big dose of upgrades.

It’s easy to get caught up in details like the deliberately rusty fuel tank—and miss the BMW’s significantly improved suspension. Up front, CRD’s grafted on the forks and brakes from a Yamaha R1. And the rear’s equally well sprung, thanks to a new set of Öhlins shocks.

The engine’s been rebuilt, and now breathes through a pair of Italian-made Dell’Orto carbs. A further boost in performance (and sound) is provided by dual SuperTrapp silencers.

Anyone who’s ever owned (or worked on) an old Airhead knows that the stock electrical system is a mess. So CRD have ripped everything out and rewired it around a Motogadget m-Unit.

The speedo and handlebar controls are Motogadget parts too, and there’s a Harley-Davidson Sportster battery hiding under the swingarm.

The R 100 should also weigh a little less now. While CRD retained the BMW’s bulky fuel tank, they binned the subframe and welded on a smaller, custom-designed one. Sitting on top of it is a svelte new two-up seat.

All the lighting’s been replaced with items from CRD’s own online store, along with a new set of grips and Renthal handlebars. Check out the grill installed over the headlight, and the small auxiliary light mounted on the right crash-bar.

Some might question the use of Firestone Deluxe Champion rubber on a build with so many performance upgrades. But they should provide ample grip for the bike’s intended use. (And at least they’ll be slinging road muck into a set of custom-made fenders.)

As finishes go, the R 100 is delightfully industrial. Using “water and the Madrid sun,” CRD rusted the fuel tank and then applied an anti-rust coating inside—and a clear lacquer outside. The engine’s been blasted clean, the frame powder-coated grey and the wheels finished in black.

It’s a satisfying fusion of good design and technical expertise, as you’d expect from a workshop on its 54th build.

Aspiring bike builders: take note.

Photos by Enrique Pacheco | Cafe Racer Dreams website | Facebook | Instagram

BMW came out swinging when they released the R nineT. Even before the bike went on sale, it was farmed out to some of the world’s top custom builders: a clear indication of BMW’s new-found love for the custom scene.

There’s a lot to love about the R nineT itself. It’s powered by the punchy 1200cc boxer motor and it’s kitted out with a hydraulic clutch, ABS brakes, beefy USD forks and twin Akropovic mufflers. So it’s an absolute blast to ride (we’re speaking from experience).

But it’s the R nineT’s looks that really set it apart: a stunning two-tone paint scheme and extremely minimalistic trim. It’s also a bit of a chameleon, with a configurable subframe and seat arrangement that allows users to swap between standard, café and bobber configurations.

Now that the dust has settled on the launch, we’re seeing more and more custom R nineTs coming through. Just last week we featured a stunning example by Texan shop Revival Cycles. Now we’ve rounded up another five that we just can’t take our eyes off.

Roland Sands Concept 90 Before BMW Motorrad officially launched the R nineT, they fired a warning shot: the Concept 90. Based on a pre-production R nineT, it was built by Roland Sands (in cahoots with BMW’s design team) as a homage to the iconic R 90 S.

The R 90 S was a pretty big deal in its day—but the Concept 90’s more of an evolution than a reissue. The unmistakable Daytona Orange paint scheme is an obvious throwback, as are the bikini fairing and tail hump. These are a lot more streamlined though—to match the R nineT’s more modern physique and to give it a racy feel.

Performance is improved thanks to Öhlins suspension, upgraded brakes, a unique air filter setup and dual Roland Sands Design mufflers. There’s also a stack of custom-made RSD parts—some of which will be available for purchase soon.

We’ve been lucky enough to see the Concept 90 in the flesh: to say that the level of detail and craftsmanship is impressive would be a gross understatement. So much so, that at 2013’s Wheels & Waves festival, it attracted more attention than all the other bikes put together.

Roland Sands Design | More Roland Sands bikes

Unique Custom Cycles’ Stockholm Syndrome Sweden’s UCC have been building custom motorcycles for almost 20 years. So, when BMW Motorrad wanted a bike to enter into the Norrtälje Custom Bike Show, they knew just who to turn to. In just 35 days, UCC created Stockholm Syndrome: the Concept 90’s naked, blue cousin.

They started by cutting and raking the frame, before building new forks and triple trees in collaboration with Tolle Engineering. Perka Nyström of Plebs Choppers supplied new insets.

The tank was trimmed—matched to a solo tail piece sitting on a new subframe. UCC also fabricated a new oil cooler and a stainless steel exhaust system, and hooked the latter up to a Burns muffler. Some tasty bits from ISR and Öhlins rounded off the package.

Stockholm Syndrome went on to take second place in the Custom Class of the Norrtälje show: no mean feat for a café-roadster in a competition dominated by choppers.

More images | Unique Custom Cycles

Cherry’s Company Highway Fighter The Japanese custom scene has always marched to the beat of its own drum. This was made abundantly clear when BMW Motorrad handed the R nineT to four of Japan’s top builders to do their thing.

Go Takamine, Hideya Togashi and Shiro Nakajima all built excellent examples. But this provocative black number from Kaichiro Kurosu of Cherry’s Company stopped us dead in our tracks.

Delightfully noir, Kurosu calls his vision “near future”. His hand-beaten aluminum bodywork is masterfully executed—complemented by a set of modified Custom Chrome RevTech Billet wheels (18” at the front and 16” at the rear). The stock forks have been lowered with custom internals to tweak the R nineT’s stance, and the subframe, top yokes, steering stem and foot controls are all custom.

We’re not sure what we love more: the skeletal mesh section between the tank and belly pan, or the subtle, hot-rod style pinstriping on the nose fairing and tail.

Custom Project Diary | Cherry’s Company website | High resolution gallery

Smokin’ Motorcycles Elegant Bastard Based in Rotterdam, The Netherlands, Smokin’ Motorcycles are relatively fresh faces on the custom scene. This R nineT (their third build) was their entry into the BMW Soul Fuel Challenge—a competition put together by BigTwin Magazine and BMW Motorrad Netherlands.

Smokin’ describe it as “an elegant motorcycle with rough edges, made for the ride.”

The most obvious addition is the hand-made aluminum tank—but the bike also features a number of CNC milled parts. For the subframe, Smokin’ 3D scanned the stock unit and designed their own using CAD software. They also created some carbon fiber bits: like the right hand side air duct cover, terminating in a K&N filter.

The new exhaust system is also custom-built, and flows up into twin copper-tipped mufflers. A sprinkling of Rizoma parts was selected to finish off the build, and the seat and grips were upholstered in African Antelope leather by Fred de la Bretoniere.

Smokin’ Motorcycles website

Rizoma The Italian brand makes some of the most desirable parts on the market. And now they’ve turned their attention to the R nineT, releasing a full line of bolt-on bits.

The range includes everything from fenders to engine covers, rear-sets, handlebars, bar-end weights and levers. You can even buy plates to cover up the stock handlebar clamp holes, should you go the clip-on route. The small fly screen pictured is also on offer, along with various license plate mounting options and turn signals that can double up as a tail light. The full catalogue can be ogled on their site or downloaded as a PDF.

It’s the perfect option for the garage customizer that doesn’t necessarily want to “build” anything. So, if you have a R nineT in your garage (and a healthy bank balance), the result you see here is completely attainable.

BMW Motorrad USA R nineT product page | Wesley’s review of the R nineT | Top 5 BMW R Series: Part I, Part II

As custom Harleys go, we like ours lean and sporty. This street tracker from Speed Merchant hits the spot perfectly.

Based in California, Speed Merchant produces bolt-on bits for select Triumph and Harley-Davidson models. Brandon Holstein—one third of the Speed Merchant team—handles all custom fabrication under the Brawny Built moniker.

“Our friend, Chef Sean Yontz, wanted to do something different with his recently acquired, 2005-model Sportster,” says Brandon. “He wanted a mix of a few different Sportsters that I have built in the past. So I took a little from each of my previous builds, and incorporated them into his new bike.”

Sean only had three requests: the bike should be black, and he wanted rear-set pegs and a number plate up front.

While the actual build time equated to less than six months, the project itself took two and a half years to complete. “I chipped away at it little by little,” explains Brandon. “And by doing this, it actually went though some major changes—some of which make the build so much better.”

Halfway through the build, Brandon realised that he wasn’t happy with the stock fuel tank. Luckily a good friend donated an almost-complete XR-style tank. All it needed was a filler, tunnel and mounting points.

Once the tank was finished and mounted, Brandon focussed on building an aluminum tail section. “It had to be narrow to match the tank. So to do this, I had to ditch the stock oil tank and battery set-up—they were just too wide in my opinion.”

A new oil tank was made from aluminum, and an Anti-Gravity battery installed in a new location. Once that was done, a new subframe was built to hold everything together. Other custom-made parts include the skid plate, and the curvaceous two-into-one stainless steel exhaust system.

Brandon decided to tear into the engine too. He bored it out to 1200cc using Wiseco reverse-domed pistons with a 10:1 compression ratio, and upgraded the cams to Andrews N4 items—a combo he’s used before. He also installed a Chopper Daves air cleaner, and converted the final drive from belt to chain.

The front-end was treated to a set of Speed Merchant Speed Trees and preload adjusters. A pair of 19” Harley-Davidson wheels were fitted, shod with Maxxis dirt-track tyres. They’re now equipped with Tokico brake calipers, mounted on Speed Merchant radial mount brackets.

The Sporty’s been sprinkled with top-shelf components to finish it off: Magura handlebars, Motion Pro grips and Accossato hand controls. The rear-set foot controls are a mix of Storz Performance and Speed Merchant items. As per Sean’s brief, Brandon fitted a number plate up front, equipped with a Lazer Star light.

Sean’s Harley’s been dubbed “Pata Negra”. It’s Spanish for “the black hoof”, named for the prized Iberico ham that’s made exclusively from black Iberian pigs.

True to its name, it’s been painted in layers of gloss and matte black, executed by Matt at Colorzone Designs. The pin striping was handled by Pacman Line and Lettering.

According to Brandon, the Sporty would have turned out very differently had the project been rushed. But Sean’s got a little more waiting to do—he’s still recovering from a bad accident that left his leg broken in two places.

We wish him all the best for his recovery. And once he’s able to swing a leg over Pata Negra, we reckon it’s going to be impossible to get him off.

Speed Merchant website | Facebook | Instagram | Images by Jose Gallina