samedi 24 janvier 2015
Ducati ; MOTO STUDIO DB900
Before we indulge in the details of the distractingly beautiful and purposeful black Ducati that originally lured you to read these words it is right and proper that we extend the gentlemen behind the bike a hearty Bikeshed welcome and a thorough introduction. Moto Studio is the result of a meeting of the minds and skills of two men in Miami, they are one of those builders that we have admired from afar but until now have not had the opportunity to feature here on the Bikeshed.
Bruce McQuiston and Ryan Arends met at Bike Night in their native Miami in the winter of 2013 and Moto Studio is the culmination of the ideas and ambitions they shared that night.
In the early eighties, while Bruce was studying Sculpture in Pennsylvania, he was usually found on two wheels carving the idyllic country roads of the State. Soon enough this pastime led him to the race track, where as it turned out, he was rather bloody good. He won the first motorcycle race he ever entered and went on to establish himself a career on the track as a race car driver, coach and engineer.
In the early eighties, while Bruce was studying Sculpture in Pennsylvania, he was usually found on two wheels carving the idyllic country roads of the State. Soon enough this pastime led him to the race track, where as it turned out, he was rather bloody good. He won the first motorcycle race he ever entered and went on to establish himself a career on the track as a race car driver, coach and engineer.
Ryan Arends is a certified mechanic from Aruba by way of Florida who alongside being an award winning bike builder has worked in the aviation industry as a technician. Oh, and he harbours a passion for electronics.
If you were compiling a Harlem Globetrotter esque dream team of motorcycle builders, the lives and skills of these two men would push their names high up the team sheet.
If you were compiling a Harlem Globetrotter esque dream team of motorcycle builders, the lives and skills of these two men would push their names high up the team sheet.
So welcome extended and introductions given lets get back to that motorcycle, the glorious, black Italian reason you are here. The donor bike was a trusty mid 90’s Ducati 900ss/sp, a model that we have seen receive some remarkable transformations here on the ‘Shed – it’s strong L-twin motor and slinky trellis frame providing the perfect underpinnings for a special.
As you may have expected from a racer and a mechanic, Bruce and Ryan were never going to be content leaving the mill’s power output at it’s standard level. In went a set of high compression pistons along with a Yoyodyne light weight flywheel. The heads were ported and a set of custom intake manifolds were designed and matched to the ports.
“The motor was modified to increase torque, this is a wheelie popping beast that is a blast to ride in the city as well as in the twisties.”
Keihin FCR 41 carburettors were installed and dialled to work with the custom made 2 into 1 exhaust system. Bruce invested a lot time into developing the carbon fibre reverse cone exhaust muffler which now performs flawlessly whilst producing a wailing cacophony of exhaust noise. We love the offset nature of the taillight and exhaust end cap, they combine to add a quirky wink to the end of the machine other motorists will likely see the most.
Suspension duties were assigned to Ohlins. Once again the builders track heritage shines through in the use of the highest quality components. The front wears a set of fully adjustable Ohlins road and track forks along with radial Brembo calipers, the rear sports an Ohlins 3-way shock.
In Motogadget Ryan has found a manufacturer with products that satisfy his love of electronics. Moto Studio use electrical components exclusively from Motogaget which they team with Ryan’s proprietary wiring harness design. The complete absence of visible wires is rare in a Ducati and a welcome fix. The simple, single Motogadget dial and subtle bar end indicators that satisfy both fore and aft signalling are the cherries on top of the electrical design.
The frame was extensively modified, not only to reduce weight but also to alter the riding position to suit the hand sculpted seat cowl and sub frame.
“For Bruce performance and design are equally important, that is why he hand makes all the components on the builds, the seat cowl and fairing and single rearview mirror housing are made out of carbon fibre. The paint scheme was made to accentuate the lines and curves on the body work. This bike weighs 321lbs, and the suspension settings are dialed in for the owners weight and riding style.”
The harlequin chequerboard tank scheme is an unusual yet effective design crowned by the glorious machined Moto Studio filler cap and the classic Giugiaro Ducati font. Choosing to finish the new rear subframe in a contrasting metal finish to the bulk of the black frame adds even greater visual lightness to its inherently minimal design.
Bruce and Ryan have created a head turning retro beauty of a machine without a single compromise in outright dynamics and performance. Built to be ridden hard, its matinee idol good looks merely providing a welcome view at the end of a long blast. Everything you could want in a bike. We look forward to seeing what the pair next roll out into the Miami sun, check out their website to see the past fruits of their labour.
tha bike shed
TOP 5 BMW R NINE T CUSTOMS
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.
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.
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.
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 byBigTwin 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.
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
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History of the GS - Part Six
Throughout the 90's BMW continued to evolve the GS motorcycle, releasing a redesigned four-valve boxer with a telelever suspension in 1993, and a sportier and more aggressive 1150 by the end of the decade.
The last of the two-valve boxers rolled off the production line in December of 1996.
In 1993, BMW returned a single cylinder model to the market with the F650 Funduro. Although BMW had produced single cylinder bikes before, this was the first BMW ever produced with a chain drive.
Although it was initially perceived as a somewhat less capable version of the larger GS, all of that changed when the bike was used in the 1999 Paris to Dakar challenge. The modified BMW 650 RR won the race two years in a row. Not only that, but BMW swept first through fourth place in the 2000 race.
Experience and knowledge gained at the Paris Dakar Rally eventually led to the engineering concepts used on the F 650 GS Dakar and the new R 1200 GS.
Although BMW had pulled out of competitive racing after their win at the Paris-Dakar, the world of adventure touring was booming. More and more riders were expanding their horizons and exploring ever distant lands on their GS motorcycles.
BMW answered the demand by continuing to improve their GS motorcycles throughout the decade, releasing a completely updated version of the GS in 2004. In fact, the R1200 GS is the most successful motorcycle in BMW Motorrad's history, proving that the GS has indeed withstood the test of time.
In 2005 BMW introduced a competition worthy, production boxer, the HP2. Designed with harder-edged off-road use in mind, the HP2 weighs in at just 175 kg and comes with a 1,200 cc Boxer engine that's good for 105 horse power. The HP2 is the most uncompromising production off-road Boxer of all time and BMW is once again at the forefront of off-road events.
In 2009 the range was expanded with the introduction of the F 800 GS middleweight sports enduro, which is also destined to become one of BMW Motorrad's best selling machines.
Riding in the dirt.
It's been in our blood since the beginning.
Almost sixty years of off-road experience went into the first GS motorcycle and another 30 years of further development have brought us the GS motorcycles of today.
People buy a GS motorcycle for lots of different reasons, but riders of BMW Motorrad's legendary enduro all share a common desire to travel further 'off the beaten track and to experience more unusual and interesting places than 'ordinary' riders.
With many of the original and updated models still in use, there are many thousands of happy owners enjoying the GS experience.
When it comes to long-distance, rough terrain and serious adventure travel, no other motorcycle comes close to matching the ability of the all-conquering BMW GS.
This film is just a small taste of the adventure awaiting you on the BMW GS.
The last of the two-valve boxers rolled off the production line in December of 1996.
In 1993, BMW returned a single cylinder model to the market with the F650 Funduro. Although BMW had produced single cylinder bikes before, this was the first BMW ever produced with a chain drive.
Although it was initially perceived as a somewhat less capable version of the larger GS, all of that changed when the bike was used in the 1999 Paris to Dakar challenge. The modified BMW 650 RR won the race two years in a row. Not only that, but BMW swept first through fourth place in the 2000 race.
Experience and knowledge gained at the Paris Dakar Rally eventually led to the engineering concepts used on the F 650 GS Dakar and the new R 1200 GS.
Although BMW had pulled out of competitive racing after their win at the Paris-Dakar, the world of adventure touring was booming. More and more riders were expanding their horizons and exploring ever distant lands on their GS motorcycles.
BMW answered the demand by continuing to improve their GS motorcycles throughout the decade, releasing a completely updated version of the GS in 2004. In fact, the R1200 GS is the most successful motorcycle in BMW Motorrad's history, proving that the GS has indeed withstood the test of time.
In 2005 BMW introduced a competition worthy, production boxer, the HP2. Designed with harder-edged off-road use in mind, the HP2 weighs in at just 175 kg and comes with a 1,200 cc Boxer engine that's good for 105 horse power. The HP2 is the most uncompromising production off-road Boxer of all time and BMW is once again at the forefront of off-road events.
In 2009 the range was expanded with the introduction of the F 800 GS middleweight sports enduro, which is also destined to become one of BMW Motorrad's best selling machines.
Riding in the dirt.
It's been in our blood since the beginning.
Almost sixty years of off-road experience went into the first GS motorcycle and another 30 years of further development have brought us the GS motorcycles of today.
People buy a GS motorcycle for lots of different reasons, but riders of BMW Motorrad's legendary enduro all share a common desire to travel further 'off the beaten track and to experience more unusual and interesting places than 'ordinary' riders.
With many of the original and updated models still in use, there are many thousands of happy owners enjoying the GS experience.
When it comes to long-distance, rough terrain and serious adventure travel, no other motorcycle comes close to matching the ability of the all-conquering BMW GS.
This film is just a small taste of the adventure awaiting you on the BMW GS.
Release your inner Nicky Haslam at Bonhams' Gentleman's sale
If it's January, it must be time for the annual Gentleman's Library sale at Bonhams – and it is. Right now...
This year's eclectic gathering of manly desirables offers a bumper crop, running close to 1,000 lots that will be dispersed at the Knightsbridge rooms in two sessions, the first tomorrow (Tuesday), the second on Wednesday.
Those who haven't heard of this shamelessly sexist event might be interested to know that this will be its 15th edition, following its inauguration back in 2004 by Geneva-based classic car authoritySimon Kidston who, at the time, was running the Bonhams operation in Europe.
As the title suggests, it's a sale dedicated to all things masculine, from the ubiquitous 'brown' furniture to mantle clocks, ship models, scientific instruments, fossils and cigarette boxes. In other words, just the sort of things that our women folk might not allow us to display anywhere in the house other than in our own private quarters.
First the essentials...
If you haven't already got a 'gentleman's library'/man cave/den/study/office – call it what you will – this sale will certainly encourage you to establish one. Indeed, it would easily be possible to kit out such a room from start to finish with the purchase of a few choice lots, lending a golden opportunity to release one's inner Nicky Haslam.
Starting with the essentials, there's a fabulous four-and-a-half-foot, live steam model of a showman's steam engine on offer at £3,500 - 4,500, with a handsome Cary's terrestrial globe being up for grabs for around £1,500. Then you'll need a decent desk - let's go for a Victorian satinwood job for £3,000 - a chair to go with it (there's a nice 'tub' one on offer) and possibly an Anglo-Indian, ebony and ivory desk stand to go on top.
Guests will inevitably turn up, and they could be comfortably seated on a four-person leather Chesterfield for £2,500 - 3,500, perhaps resting a painful foot on an adjustable gout stool (lot 595).
...then give them something to look at
To give them something to look at, how about hanging a set of four watercolours by intrepid Victorian artist James Atkinson, who painted them on-the-spot in Afghanistan, and perhaps a couple of oils of prize-winning 19th Century cattle?
Aural entertainment, meanwhile, could be had from a 1948 'Wurlitzer' style jukebox (£8,000 - 12,000) and, for added amusement, how about making a display of 31 cabinet-makers' profile planes, a six-inch length of the first trans-Atlantic submarine cable and a large, dissected model of a human eyeball?
There's even an original, wartime poster from the Ministry of Information, carrying the now over-used slogan 'Keep Calm and Carry On'. But at an estimate of £6,000 - 8,000, you'll probably feel inclined to do the latter...
Photos: Bonhams
Bonhams' Gentleman's Library Sale takes place at 11am and 2pm on Tuesday, and at 11am on Wednesday. See the catalogue at Bonhams.com
Your chance to own Steve McQueen's Porsche 911... sort of
Antwerp-based design house Studio Job has paid tribute to the unmistakable shape of the Porsche 911 by creating a limited number of bronze casts, made in-house at its own atelier…
In comparison to its last automotive creation – the Land Rover Defender with which it ‘spoke in tongues’ in 2013 – Studio Job’s vision of the Porsche 911 is a little more restrained, shall we say? Measuring 22 x 9 x 7 inches, the hand-polished bronze cast is based on the Porsche 911S (the model made famous by Steve McQueen in the Le Mans movie). Dedicated to the McQueen car and limited to 100 examples – plus one prototype and 10 artist's proofs – each will be marked with the initials of both the artist and the collector, and delivered in a wooden presentation box with a certificate of authenticity.
Further information can be found at www.studiojob.be, with any enquiries sent togallery@studiojob.be. You can find numerous examples of the first-generation Porsche 911 for sale in the Classic Driver Market.
Black Douglas bikes are handmade in… Italy?
Arrive at The Black Douglas Motorcycle Co. and you find yourself submerged in the atmosphere of a small workshop of the 1930s – one that built its own bikes. The style of the bikes, the small number of fiercely passionate individuals, the way in which they work and the quantity of bikes produced...
… it's all about using real craftsmanship to create a truly great motorcycle – just as it was for the pioneers of two-wheeled machines more than 80 years ago. We had the chance to visit the Black Douglas workshop and ask Fabio Cardoni, the founder, a few questions.
What is your oldest automotive memory?
When I was 11, I tried my first bike: a Suzuki Gamma 500. It was on a gravel road, the bike was powerful and much too big for me. After about 10 metres, I fell off into the road.
But in spite of this, you were still attracted to motorcycles?
Definitely. It’s like falling off a horse – you need to ride one again as soon as possible, and it was this way for me. When I was 14, I had my first moped: a Honda PX 50. It was really ugly and all my friends laughed at me; I'd much rather have had a Vespa. I saved money for several months to buy my first bike, a Fantic Motor TX 96. At the time I was 15 – and so was the bike. I tuned the engine and felt like a king. And so I began my collection: buying without selling any of my bikes.
You're based in Italy and you're Italian yourself, so why a British name?
Douglas is a name that I happen to like. In Scotland, Sir James Douglas – a hero of the 13th and 14thCenturies – was also known as the Black Douglas, and so Benny and I chose this as our brand and Sterling Autocycle as the model name. At the time, we weren’t even thinking of creating a real company to produce a series of bikes.
So how did that happen?
Each time I used my Sterling, people went crazy over it: thumbs up, pictures, lots of questions and, most often of all, “Where can I buy one?” So I thought, “Okay, so there are people interested in it... why not create a company and start producing it?” We established the company in 2011 and we’ve been working on the project ever since. I wanted to build it the right way; as it was done in the past.
What were your aims for the bike?
I wanted to make sure that even if the bike was a series model, customers could choose from a large number of options to have their own unique Sterling. And even more importantly, I wanted something handmade in Italy, with no plastic parts on it, and fully road-legal.
What are the main difficulties when you build an apparently ‘period’ bike?
As we didn't want any plastic on our bikes, we had to source a great many parts, as we needed metal parts that had been approved for European sale – and that’s not easy. Many people put the EC marking on their parts but, when you ask for the certification, you stop getting any answers from them. We’re using modern materials for the frame and the mechanicals, and it’s always difficult to find the right supplier for every tiny part, so that you have the right item in the right style. We didn’t want the bike to be 100% period correct, and nor did we want to replicate a specific model. Rather, we were aiming to recreate the feeling of a flat tank motorcycle, without the hassles that would come with a real vintage piece. We wanted it to be an everyday, usable bike. It seems that we succeeded.
Are you planning some evolutions for the Sterling?
Yes, in 2015, we want to create the Sterling Imperial as the top of the range – with a 350cc engine. It’s going to be 100% handmade in Italy, engineered specifically for us. We already have the prototype ready and we’ll start testing it soon. I want a 350cc engine because of the torque, as we need it to compensate for the weight of the engine and the sidecar that will also be presented this year. The next step will be an electric Sterling, with a 150km range at about 80km/h.
Are you also selling bikes in the US?
We don’t have a bike that satisfies American regulations at the moment. We can only sell the Sterling in kit form to the US market. We are also planning to develop other models based on Harley-Davidson V-twin engines that will be sold as kits.
What type of bikes will these be?
We have two running prototypes: the ‘Sunday Morning’ (a scrambler) and the ‘Solace’, which looks like a 1940s motorcycle. Both have Harley Sportster engines.
What are the ultimate bikes for you?
The Brough Superior SS100 for its perfect lines, and the Black Douglas Sterling Imperial with the versatility of a 350cc engine.
Do you have a dream bike?
Yes, a Brough Superior SS100… so I can feel like Lawrence of Arabia.
And is there a bike you'd like to try, if only for a few minutes?
The Husqvarna Proof 2000 prototype.
Photos: Rémi Dargegen for Classic Driver 2015
ORIGINAL CAFE RACER: ADAM GRICE’S KILLER TRITON
The term ‘café racer’ has become so abused, it’s lost virtually all meaning. (Okay, we’re occasionally guilty too.) So let’s go back to square one, and check out a bike that fits the description to a T.
This drop-dead gorgeous Triton belongs to Englishman Adam Grice, who saw the light after getting tired of modern Japanese sport bikes. “I was watching Cafe Racer on Discovery Channel, and found myself hooked on the cafe scene,” he tells us. “After months of looking for the right bike, I finally stumbled across Brenda.”
‘Brenda’ is hardly the most glamorous name. But maybe that’s the English sense of irony at work. Adam’s Triton has the perfect aristocratic pedigree: a 744 cc Triumph T140V engine from the mid Seventies snuggled into a ‘wideline’ Norton featherbed frame.
Straight away, Adam knew that he’d have to get the spanners out. “The bike was all there, but running rough. And it just didn’t look right. It had straight bars, a little fly screen, and fiberglass fuel and oil tanks. Plus a strange battery box sitting halfway along the rear fender.”
On the up side, the Triton already had the desirable short Norton Roadholder forks with external springs, 18-inch alloy rims, and a few Dresda bits—including the swingarm and engine mounts.
Adam also lucked out with an SRM Classics clutch, a Boyer Brandsen ignition, and a Hayward primary belt drive kit. The oil filter was from a Norton Commando and there’s a Norvil front disc conversion. “Not period, but works a treat,” he notes.
He’s rebuilt the engine with a multitude of new parts and Amal Mark 1 concentric 930 carbs, complete with bell mouths. “It had high compression pistons, but the previous owner had reduced the height of the ten head bolts. God knows why—it cost me two blown head gaskets. So I replaced the cylinder barrels and head, and reverted back to standard pistons for reliability.”
With the help of a mate called Shorty, Adam has also installed an alloy five-gallon Manx tank, which conceals the ignition and coils underneath. The oil tank is also in the Manx style, with the front squared-off to increase the space between the tank and carbs.
Other goodies include a Manx seat, a Norvin top yoke, and stainless mounts to hold the classy Smith instruments. Magnificent English names have provided other parts: John Tickle for the headlight brackets, and Barleycorn Engineering for the rearsets, seat loop and rear fender. The only concession to modernity is the lithium-ion battery hiding under the seat hump.
Much as we love the current trend for scramblers and trackers, a traditional café racer like this exerts an irresistible pull. Maybe it’s time for the loop to go full circle?
Images by Ian Daisley—ProBikeART. For more stunning trad cafe racers, check out our piece on the Top 5 Tritons.
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