lundi 4 novembre 2013
ICON E-FLYER ELECTRIC BIKE
Chances are you've probably heard of ICON by now — if you haven't, they're well-known for their utilitarian take on classic four-by-fours kitted out with modern gear. They've brought that same approach to their first two-wheeled vehicle, the Icon E-Flyer Electric Bike ($5,000). Limited to just 50 models, this bike pairs a retro aesthetic with modern electric vehicle technology, including a motor with a 35 mile range, regenerative braking, and a top speed of up to 36 miles per hour. The frame is made from hydroformed aluminum, while the forks are made from billet aluminum and steel. Artful touches like handmade leather, a mountain gray powder coat finish, brushed stainless, nickel, and brass details help it stand out from other available powered bikes.
1981 SUZUKI GN400
When it comes to custom motorcycles we don’t often hear about the guys building sub-$1,000 machines in their garages – most of the builds that garner attention cost a minimum of $10,000 with some of the more labour intensive builds costing many tens of thousands more again.
So it was with great interest that I opened an email from a man called Adam Bendig a couple of weeks ago that contained a remarkably professional looking Suzuki GN400 custom that had been bought and rebuilt for under $1,000.
The bike belongs to Adam’s friend Chris and the two of them spent weeks working on it together, the finished bike uses a number of unique elements to keep costs down – the seat is made from 5 layers of Yoga mat and the frame has been painted with a hard-wearing bedliner, though both of these ideas strike me as being a good idea regardless of budget.
The engine was cleaned, tuned and tweaked, the stock air box was discarded and replaced with an air-filter pod and the forks were lowered 3.5 inches and raised up the triple-tree to allow the addition of a set of clip-on handlebars.
The stock rear shock absorbers were replaced with a 1 inch longer all-black model from MikesXS and the careworn, factory fitted instrument cluster was replaced with a 2.5″ unit from Drag Specialties.
The bike is fitted with a Firestone ANS 5.0-16 on the back and a Dunlop K70 4.5-18 on the front. The electrics are now mounted to the bottom of the seat pan and the stock battery was replaced with a small sealed lead-acid unit.
With the huge number of super cheap, if slightly ratty, old motorcycles available on eBay and Craigslist it’d be great to see more sub-$1,000 customs like this being made. The fact that it makes the dream of building and owning a vintage custom open to almost everyone is highly appealing – it’s also great to see these old classics getting a second shot at life.
All of the images you see here were taken by the remarkably talented photographer Adam Bendig, he also shoots cars, motorcycle races, mountain bike races and just about everything else under the sun. If you’d like to see more of his work, you can click here to visit Adam Bendig Photography (it’s well worth a visit).
from SILODROME
HCG’s CBX1100 #17
With six in-line cylinders the Honda CBX 1100 was never anything but a big bike, but somehow Federico Lozada and German Karp from Herencia Custom Garage have managed to give this build, for Mariano Arcioni, a minimal silhouette and an almost lightweight look.
The bike belonged to Arcioni’s brother and he was just about to sell it, fortunately the bike was rescued and put into the safe hands of the Federico & German for a serious makeover.
The initial inspiration that came from Arcioni was a Tarmac Custom Motorcycles’ CBX (as featured on The Bike Shed earlier in the year), so the guys knew right from the beginning what expectation they had to meet, or surpass. “That is why we worked more in the details and finishing of the bike. We intended to make it a fine motorcycle by redesigning it and painting it, because it was so exaggerated and ordinary as a stock bike.”
The donor is a 1980 Honda CBX1100, with an actual 1050cc displacement. The engine was rebuilt and made good, feeding a six into one DG exhaust. The yokes and Ohlins suspension were donated by a Ducati Multistrada 1200 along with the discs and front brake calipers. The rear suspension is also upgraded to Ohlins for a silky smooth ride on the bike’s OEM Comstars which were treated to black paint and a set of Coker tyres. The rearsets were adapted from a set of motocross foot controls.
The overall goal with the frame and bodywork was to get the bike as lean and light as possible, while retaining an old school look, so as well as ditching anything heavy or ugly a lightweight Lithium battery was fitted. The tank was also chopped for a slimmer profile, and repainted with a vintage look.
We don’t need to tell you that this is one great looking motorcycle, and with Ohlins equipment properly setup to carry 1100ccs of Honda six-cylinder power she should be a beauty on the tarmac too. Big thanks to Federico and the guys at Herencia Custom Garage for sending her in for us to share on The Bike Shed.
See more from HCG on The Bike Shed and on their website and Facebook pages.
via The Bike Shed
1978 Honda CB400F by Salty Speed Co.
One of the newest custom shops to grace the east coast of Australia is Salty Speed Co. They are a small garage based in Wollongong (or 'The Gong' as the locals affectionately call it) and is around an hour south of Sydney. This is only their second build under the Salty Speed Co. name but they have already garnered lots of interest for their work. The owner of this CB400F, Brent, was originally looking to purchase their first build, a CB250 Brat Tracker that was up for sale at the time. “Unfortunately he was beaten to it by an eager young miner from Far Northern Queensland where the CB250 now resides, tearing up the red dirt roads of Mt Isa” says Matt from Salty. This time, instead of heading back to eBay to hunt for another finished custom, Brent decided to commission Salty to build him a bike to his specifications.
“After a few weeks of hunting for a suitable donor bike Brent dropped of a nice looking 1978 Honda CB400F to our workshop.” says Matt. “The bike was a neat stock example that had undergone a few cosmetic updates in its time, but needed a bit of fine-tuning, especially to achieve something that fit more into our style here at Salty.”
“First up was to get the right stance by fitting some fat Firestone Deluxe Champion's, 4.00 on the front and 4.50 on the rear. A rear hoop and custom battery box were fabricated, also relocating the ignition and starter button under the seat. The frame was also cleaned up removing any redundant brackets and tabs. Original fenders have been shortened, with the front being mounted on custom alloy brackets to suit the larger rolling diameter.”
“The cockpit has been significantly cleaned up with a mini speedo, mini switches, billet clip-ons, billet upper triple tree and Posh grips. The billet triple tree also assisted with the stance by dropping the front end 1 inch.
The seat is a custom unit that consists of a sheet metal pan and neoprene rubber, trimmed in light brown leather, which to break up the black on black theme.”
“The engine is internally stock, however has been re-jetted and tuned to suit the K&N pod filters and Mac 4-into-1 black ceramic coated exhaust system.
The tank, fenders and wheels have been sprayed in satin black by Dutchy's Motorcycle Spray Art, and the engine was given a coat of high temp gloss black with brush finished covers.”
This clean and lean CB400F will be Brent's daily commuter and is definitely a big upgrade from his previous ride – a Piaggio scooter. We've look forward to seeing what these Salty Speed dudes build for their third bike.
via PIPEBURN
William I'Anson: "Trading on trust"
Founding his own sales and logistics operation has allowed William I’Anson not only the chance to indulge his passion for ‘Golden Era’ racing cars – but also to extend his reputation as one of the foremost authorities on Grand Prix Bugattis…
“If you’re passionate, you’re there and you’re in the driving overalls yourself, it makes you understand what it’s all about...”
William’s upbringing could hardly have been more relevant to the industry in which he operates. With the family album showing him behind the wheel of a (thankfully stationary) Type 35 at just six months old, he went on to study engineering while splitting his professional commitments between his father’s company (respected Bugatti specialist Tula Engineering) and a well-known auction house. This provided the perfect platform from which to form his own company in 2010, despite a stint as a professional yachtsman in the 90s threatening to divert his interests.
One knowledgable man and his dog
Upon arrival at the site of his beautiful showroom in the picturesque Cotswolds, it’s soon clear where his passions lie today. You’re warmly welcomed not only by the debonair William, but also his faithful Labrador, ‘Brescia’. A tour of the facilities will see you walking among various GP Bugattis, as well as several respectable machines from the 50s and 60s, in both road and race form.
Whether it’s behind the wheel of a Type 35 or an Alfa TZ1, William can often be seen at major classic and vintage racing events. He enthuses: “If you’re passionate, you’re there and you’re in the driving overalls yourself, it makes you understand what it’s all about.”
A walking Bugatti bible
“We’re seeing a lot of people coming from modern cars to the 50s and 60s GT cars," says William, "and from there they start becoming interested in the roots of it all. Once you begin looking at pre-War cars, you can’t help but become sucked into the Bugatti world – in the 1920s in particular, those cars were dominating everything. The driving experience is a completely new challenge too.”
It’s in this field that William can be called upon to share his wealth of expertise. “Many of these cars were put into action as second-hand racing cars even before the War. As a result, it’s important to have someone by your side with the relevant contacts, knowledge and understanding of each example's history to help you choose the right car for the right event.”
Photos: Joe Breeze
LOKI
LOKI
AVAILABILITY
Out of Stock
MAKE & MODEL
Chang Jiang 750
FEATURES & UPGRADES
GAS TANK
SHORTENED EXHAUST
DISC BRAKE
FENDERS REAR/FRONT
HEADLIGHTS
LEATHER SEAT FRONT/REAR
BRAKE LIGHT
INDICATORS
FRONT CONTROLS
SHORTENED EXHAUST
DISC BRAKE
FENDERS REAR/FRONT
HEADLIGHTS
LEATHER SEAT FRONT/REAR
BRAKE LIGHT
INDICATORS
FRONT CONTROLS
Dennis’s Velocette MAC350 cafe racer
My love of single cylinder motorcycles was developed at an early age. I remember clearly, although I must only have been about ten years old at the time, going to see the finish of the 1973 Durban to Johannesburg Run for motorcycles made before 1937 at the Johannesburg market. I know that it was 1973 because I can recall the disappointment in our household when the 1974 version was cancelled due to the national fuel rationing as a result of the international oil crisis. This was the first occasion that I got to hear many, mainly British made, single cylinder motorcycles for myself. Prior to this I had to rely on my father’s very accurate sound effects and a little imagination to distinguish between the sound of a long stroke single like a Panther sloper and the short stroke single sound of an Excelsior Manxman. I kid you not, my father could enthusiastically do very good renditions of most engine types; including running through the gears or against compression. His knowledge of American cars, American motorcycles and British motorcycles from the 1930s onwards was encyclopedic and I was an attentitive, although technically untalented pupil. That day in 1973, after seeing all those “thumpers” arrive, was the day I fell in love with the heartbeat of a single cylinder engine.
It saddens me that none of the literally hundreds of single cylinder motorcycle manufacturers survived beyond 1970. Names with wonderful engineering and racing heritage have become completely forgotten. Of all these manufacturers, Velocette is the one that I cherish the most. It would be an insult to this great British motorcycle for me to to try and present its history in one paragraph. Their history starts around 1905 and sadly ended in 1971. Velocette was a family run business which produced quality, hand built motorcycles at far lower volumes than the likes of Triumph and BSA. They loved racing and produced some of the most competitive and best sounding overhead camshaft (OHC) single cylinder motorcycles of their time. Besides continuous racing success, including World Championships, Velocette proved its durability by setting records like their 1961 record for a 500cc motorcycle covering 3900 km in 24 hours at an average speed of 161.01 km/h. This record still stands today. The introduction of the first ever positive stop foot gear change is just one of many innovations and patented designs that this small manufacturer brought to modern motorcycling.
Our featured Velocette cafe racer is a 1956 Velocette MAC and is owned by Dennis, who restored it from very shabby condition about six years ago. The MAC has an overhead valve 350cc engine which provides a top speed of over 120km/h via its four speed gearbox. Initially launched in 1933, the final version of the MAC was produced in 1959. Dennis had pestered a friend for a long time, without success, to sell him this motorcycle in its original run down condition. Only when his friend immigrated to Australia and the MAC could not be squeezed into the container, did he offer the bike to Dennis. The terms of the deal were that if Dennis restored the motorcycle it became his; if Dennis left it unrestored it remained the friend’s property and if Dennis ever sells the MAC they will split the proceeds 50/50. With the amount of time and money Dennis has spent getting the motorcycle to this high standard, it won’t be for sale soon.
Dennis made this Velocette look more sporty without butchering the motorcycle and he has retained the elements which are unique to a Velocette. The rear shocks are Hagon replacements but the adjustment facility of the top shock mount has been retained. These adjustment plates are an easy way of identifying Velocettes. They are used to raise the angle of the shocks when carrying the extra weight of a passenger. The seat pan is Dennis’s design which he had upholstered to form the cafe racer styled bumstop. The MAC’s standard and only colour scheme was black with gold detail. The choice of painting the petrol tank silver, a colour which was only used on much newer models, brings a more modern look to the motorcycle.
Although fishtail silencers were used on many early motorcycle makes, Velocette was the only manufacturer to continue using them right up until their last model went out of production in 1971. The installation of fishtails became a Velocette tradition. Dennis normally runs the MAC with an open megaphone but installs the fishtail silencer for the annual Velocette Owners Club pilgrimage to Fouriesburg. I have heard this motorcycle with the megaphone fitted and it sounds awesome. The primary drive between the engine and transmission has been upgraded from chain to a British made KTT belt drive. The belt drive is an oil and maintenance free upgrade. Universal mudguards were modified and fitted by Dennis. New rims with double thickness stainless steel spokes were fitted to the original MAC hubs. The rearsets were specially imported from England to enhance the racer seating position.
No expense was spared by Dennis when rebuilding this motorcycle. Closer inspection reflects the standard of this restoration. The MAC came standard with only a speedo fitted. Only the 500cc models got the rev counter. Dennis had an original Smiths speedo and rev counter restored to as new condition in Australia before installing them. Dennis was initially criticised by some Velocette owners for not restoring the motorcycle back to original. Opinions have changed and the MAC has previously won the Most Desirable Motorcycle trophy at the annual Fouriesburg gathering. Old school magic.
Any motorcycle manufacturer who dares name their models Viper and Venom is obviously sure of their products performance. Velocette was all about performance. If you hear me say that I am going to buy a Thruxton, it will probably be the Triumph model, only because the original single cylinder Velocette Thruxton is unavailable and unaffordable.
via http://www.retrowriteup.com/
Ace Hotel Palm Springs: Seventh hipster heaven
At the weekend, hip bohemians from Los Angeles head out here: the Ace Hotel & Swim Club in Palm Springs, with its eclectic mix of 1950s motel-minimalism and warm desert welcome...
Of course, you could always choose a more obvious Palm Springs retro hotel and stretch out by the pool with a tropical cocktail, much in the style of Elvis or Marilyn. But there is something attractively alternative about the Ace Hotel, a former Westward Ho motel with a Denny's family restaurant, that has been transformed into a hip hideaway in the Californian desert. With superb attention to detail, the Ace Hotel & Swim Club was created - a designer hotel with 170 rooms and a spa, plus a restaurant with excellent burgers, a bar with ultra-cool DJs, a gym and a vintage photo booth.
Desert nights and an open fire
The welcome is warmer than you find in many a fashionable hotel. We recommend that you upgrade and book a 'Patio with Fireplace' - given the cool desert nights, it's a good way to sit out under the stars, nursing a whiskey sour till late. The rooms themselves are full of personal and creative features: an old record player next to the bed, maybe, along with the necessary vinyl, books from the flea market, postcards and drawings, casually scattered. The linen-veiled walls are reminiscent of a Saharan tent, with mid-century leather chairs and Indian rugs making for a perfect mix of styles. But beware the caramel popcorn in the minibar: immediate addiction is virtually guaranteed.
You could happily spend two or three days here by the pool, or walking in the desert, while those who stay longer can explore the area by car - some of the most beautiful destinations, such as California's Joshua Tree, the Salton Sea and Salvation Mountain are not far away.
Photos: Ace Hotel
For more information, see acehotel.com/palmsprings.
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