‘75 Honda CB250G Brat

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True style, as the saying goes, never goes out of fashion. And if there’s anyone who knows about style and fashion, it’s the French. In fact, they seem to have a certain je ne sais quoi about them that allows your average personne Française to be the centre of attraction at any social gathering, seemingly without doing very much at all. Which leads us to today’s build – a nouveau project from Lyon that manages to be both understated and timeless. Rest assured, when all this custom bike malarkey has passed, it’ll be bikes like this that we’ll be calling classics.

“I love customising bikes; both the powered and unpowered variety,” notes Jo, the bike’s owner and builder. “I also play guitar in metal band and I’m a big vintage guitar and amplifier enthusiast. As for my bike, it’s a 1975 Honda CB250G from the French army. When I bought it, it was essentially junk. The rear end was entirely missing; it had no swing arm and no rear wheel. The frame was bright blue and the front brake was stuck fast. Add a non-running engine to the list and I think you’ll understand just how bad it was.”

Undaunted, Jo rolled up his sleeves and got stuck it. He started with a total disassembly and a nice, warm caustic bath to remove all the old paint. The frame had a new rear loop added, and then it and the engine were primed and painted in gloss black. The tank is from an old Honda CB360, and Jo got the wheels powder coated and shod with some plump Firestone Deluxes. 3.50 x 18s on the front wheel and 4.00 x 18s on the rear, to be specific.

“Next I lowered the forks, fixed the rear shocks and change the front brake caliper. Essentially, the engine is stock but before painting I rebuilt it with a new cylinder and some rings amongst other things. It’s a 6 speed ‘box, and I took off the starter, so it’s kick only.”

Jo checked the spark and decided that the electricity wasn’t as bad as he suspected. He then installed a Bates-style headlight, some BMW turn signals and an Antigravity battery. “My girlfriend was kind enough to do the upholstery on the seat for me,” he notes. Ain’t love grand?

“The design idea that I had in mind was to keep it looking like a vintage bike, but with a few more aggressive, minimal touches. Everything I kept on the bike is only there because I need it. Everything else I took it off because I wanted absolutely no bullshit or clutter on it. It’s my first build, so I thought I’d keep it simple, too.”

“If I had to say, I think my favourite part of the build is the rear end; that sweet little fender, the LED stop light and the 2 megaphone exhausts. It looks really amazing from behind. And overall, the biggest problem was the bike’s clutch; it was more than a little reluctant to disengage. We had to clean the plates and change the springs as it just wouldn’t let go.

“Honestly, it’s not a daily driver as the brakes are a little weak. It’s also quite heavy. But it is still a total joy to ride it and it makes the heads turn and the faces smile.”

BUELL X1 BY SARTORIE MECCANICHE

By Wesley Reyneke | Rather Be Riding

I’ve always loved Buell’s streetfighter models for their combative stance and no-nonsense ergonomics. In stock form they’re bare-bones, purpose built machines—devoid of any superfluous add-ons and powered by 1203cc of Milwaukee muscle.

They’re an acquired taste though, and some—like the X1 Lightning—are beginning to look a little dated. Trust the Italians to inject a little timeless elegance—more specifically Francesco Torricella and his crew at Sartorie Meccaniche.

“We like the X1 in general,” says Francesco, “and in particular its big twin heart, with tons of torque and a really deep growl.” What the team didn’t like was the X1’s weight and styling. “It was original back in the day, but we liked the idea of making a more European version of it—with a distinct British flavor and some Italian taste.”

Enamored with their portfolio, the bike’s owner was happy to give Sartorie Meccaniche free rein, save for two requests: the tank was to be painted in British racing green, and any modifications were to be reversible in case he decided to sell it later.

Thankfully the original brushed aluminum subframe is attached via a mere four bolts, so the team removed it and fabricated an entirely new one to fit the existing mounts. Using tubular steel and painted black, it now blends seamlessly with the rest of the frame. It also carries a much more classically-styled perch, with discreet LED rear lighting.

The other noticeable change is the new fuel tank—a fiberglass Norton endurance racing unit. Sartorie Meccaniche modified its underside to match the Buell frame, before painting it in a metallic, matte finish. The clear strip on each side (to keep an eye on the fuel level) is a particularly nice touch.

Ditching the stock tank also meant losing the bike’s stock fuel injection, heavy fuel pump and airbox. The X1 now runs on a single carb with a K&N filter and a free-flow muffler, changing its temperament significantly. According to Francesco, “the ferocious feeling of the engine is now even more beastly, the throttle response much more direct and the grunt meaner!” This has earned it the suitable moniker of La Belva (The Beast).

The team matched the stock rear sets to a set of Tommaselli Condor bars, and dropped the front suspension a touch—shaping the X1’s ergonomics for a sportier slant. The front rotor was also swapped for a floating wave disk for better stopping power, and the wheels wrapped in a pair of Metzeler Sportec M3s.

The entire cockpit was reworked, with the stock headlight, shroud and cluster making way for a classically-styled light (tucked neatly between the fork tubes) and a tinyMotogadget speedo. The ignition’s been relocated to the left of the bike, and the license plate is now side-mounted. Other finishes include hand-made aluminum side panels and grips wrapped in leather bicycle grip-tape.

La Belva is just as brutal now as it was before Sartorie Meccaniche got their hands on it—but with retro chops and a great deal more charisma. As classic takes on modern sport bikes go, I’d say it’s a winner.

Head over to the Sartorie Meccaniche website for more sharp-looking Italian builds, and follow the company’s news via its Facebook page.

STEVE BAUGRUD CB450 NIGHTHAWK

Sometimes, you don’t even have a shed to build in. A common frustration for many an amateur builder, who long for somewhere warm and dry, where you won’t get glowering looks from the other half about oil stains on the carpet. For Steve Baugrud this feeling was exaggerated as it was self inflicted. Having decided to move house and build his new abode, he was now garage-less and the temporary Condo accommodation wasn’t the ideal workshop. And having your tools in storage isn’t great either… However, in true Bike Shed spirit this was but another obstacle that would be overcome.

The CB450SC Nighthawk is not exactly a universally loved bike in standard form and it’s swoopy rear frame means it can be shunned by the custom crowd too. Undeterred, serial shed builder Steve Baugrad stripped the bike down and traded, sold or cremated unnecessary parts. What remained, was not a lot; just the frame, engine and a few small incidentals. The rear of the frame was lopped off to remove the awkwardness, and a new loop added with shock mounts grafted on. The aerated plates between upper and lower frame rails provide sturdiness to back end and work positively to emphasise the waistline of the bike.

To make the bike more ‘sit up’ and less ‘arse draggery’ the rear 16″ wheel was swapped out for an 18″ number from a CB400T and matched to a complete front end from a CX500. Heavier weight oil and a 1.5″ spacer lend the soggy CX500 forks a bit more resistance to the bumps. The matching Comstars were powdercoated metallic gold and clad in Shinko 705s for go-anywhere urban riding. Sensibly to ensure the 450 motor was kept on it’s best behaviour, the standard airbox was maintained; the CV Keihins like a nice regular air feed. The plastic has been smartly hidden behind some number boards, which fit perfectly in the curved frame. I knew it had a purpose! Lucky number 7? The bike was finished on this daughter’s 7th Birthday, where are the stabilisers, Steve?

With a solid rolling chassis now underneath him. the prettifying could begin. A NOS CB400F tank was sourced and modified at the rear to securely mount it before a classic black gold and white paint-scheme was laid down by Eric at Jamie’s Customs in Big Bend. It was matched to a sleek humped seat by Ginger McCabe at New Church Moto with the Bates rear light popping out of the rear mudguard. The bright wheels and tank are contrasted against liberal amounts of black satin powder and if you look carefully the starter and kill switches are tucked in the rear hoop bracing. Nice and neat. A retro Kerker exhaust gives the bike a hint of it’s 80′s roots and the necessary soundtrack; a great Ebay find.

With a full rewire, new lithium batttery and Mosfet Reg/Rec under the seat, Posh switches serve the commands to the German Scrambler headlight. In Steve’s own words, “Its a blast to drive. Its incredibly light and very maneuverable. Its got some zip to it and I love carving through turns on this bike. This may be one that I may keep because its so fun to drive!” Bravo Steve, it’s worth a reminder that these bikes should be fun to ride as well as build. If only we had some canyons round this part of London. Ah well, another lap of the North Circular it is!

Check out Steve’s other builds on the Bike Shed here

‘01 Ducati MH900e Evoluzione

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When it comes to modern production bikes, it’d be hard to deny that Ducati have put some serious runs on the eye candy scoreboard. Whether it be in GT, Paul Smart, or even faired ‘S’ version, the Ducati Sport Classic is oft-cited as being the pinnacle of modern-meets-retro bike design. But let us remind you of another Pierre Terblanche Ducati design. This one’s a much rarer bird than the Sport Classic, but what it lacks in multitude it more than makes up for with the sheer boldness of its 70s-inspired design. It’s the limited edition Ducati MH900E. And as if that wasn’t enough, this example has been tweaked to produce what we think is one of the best-looking bikes we’ve seen all year.

First things first, some history. The original MH900E was a bike created by Terblanche in homage to Mike Hailwood’s 1978 win of the Isle of Man TT. Between 2001 and 2002, the Bologna factory hand-made 2000 examples after grand plan to outsource the build to Bimota failed when the company bit the bullet.

Those wondering about the bike’s rather spectacular tail design need only cast their minds back to the Ducati race bikes of the late 70s and early 80s; what you see here is Terblanche’s reinterpretation of the company’s now famous tall, square tailpieces. Ands while it may look like something taken from a Star War’s spares catalogue, it’s great to see a designer with the skill and cojones to pull off something that bold with such obvious success.

This 2001 Ducati MH900E – build number 1434 – was purchased by a friend of Angus Dykman, the owner of Brooklyn’s Northeast Sportscar. Purchased several years ago, it now has a reasonable 11,000 miles on it. Wanting to give it a personal touch and make it stand out from the crowd a little, the friend stripped it down and got to work.

First, the frame was powder coated black and the bodywork was professionally painted in an immaculate battleship gray. Smitten with the colour, he then had the wheels powder coated to match. To clean up the overall look of the bike, he added LED  turn signals, some Motogadget mirrors, and a Staintune carbon exhaust, which is a bit shorter than stock. And while the bold length of the original units did make a fine statement, we can’t help but think this new length seems to suit the overall look of the bike a little better.

We were also amazed to learn that the bike’s speedo is not a custom unit. It and its polished bezel were actually included as stock items on the original bike. How’s that for a factory build taking a leaf out of the customiser’s handbook? We’d be more than a little proud if that was our handiwork.

To finish on a high note, the bike is also up for sale. “In terms of maintenance, the belts, plugs, oil, and pads were all recently changed,” says Angus. “This is an excellent running and riding bike and we think it’s one of the most beautiful bikes we’ve ever seen. It’s a nice blend of concept-bike styling with factory reliability. Drop us a line if you’d like to see it in the flesh.”

[Photos by Angus Dykman]

via PIPEBURN

Biltwell x Unknown Industries

Biltwell x Unknown Industries, Temecula, CA 2014 from Biltwell Inc. on Vimeo.

Speed Icons. Celebrating motorsport’s (vinyl) great

Speed Icons, a series from Joel Clark, offers the cream of motorsport’s most successful crop for just $500.

Before Historic Car Art came along, Joel Clark’s motoring enthusiasm was already developing nicely. Having learnt a trade at Silverstone (his local race circuit) by designing vinyl stickers for the local race teams, the Brit took this knowledge to art college, a move that would lead to a successful 15-year career with some of the world’s most successful ad agencies. Plus, the Speed Icons series you see here.

Available in three different sizes, each vinyl print costs up to $500, a snip at the price given the work that goes into each print. A mix of puzzle-like pieces – each individually cut out meticulously with a scalpel – each image is brought together over the course of up to 30 hours.

A devout petrolhead, as shown by his homages to both the Porsche Carrera 2.7RS and the Ferrari Dino 246 GT, Joel’s true passion is primarily motorsport. Amidst the icons on display, the 24 Hours of Le Mans gets his fair share of representation courtesy of the ’66 winning Ford GT40 (as driven by Chris Amon and Bruce McLaren) and the Porsche 917 in its iconic Gulf Racing colours. Even the Porsche 917K from 1971 – driven by Helmut Marko and Gijs van Lennep, and the second successive Le Mans winner from Porsche – takes pride of place.

The world of Formula 1 though is also represented, with three-time champion Sir Jackie Stewart front and centre in the Tyrrell 006 with which he took his final crown in 1973. Alongside the ’85 Lotus 97T in its famous John Player Special colours (a three-time winner with Elio de Angelis and that man Aryton Senna), Speed Icons also includes a vignette to James Hunt before his McLaren days. The Hesketh 308B he’s driving is the car in which the ‘77 champion took his first ever F1 victory at the ’75 Dutch Grand Prix.

- Shots courtesy of Historic Car Art

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