ROLAND SANDS X INDIAN: “TRACK CHIEF”

The Indian Chieftain is a big motorcycle, designed to soak up the miles on the smooth highways of ‘Murica. The star of the show is the new Thunder Stroke engine, a mighty 111 cubic inch (1811cc) monster pumping out 119 ft-lbs of torque.

It’s a remarkably good-looking motor, and it caught the eye of Roland Sands, the man who can do no wrong when it comes to creating genre-bending customs. Sands has now tapped into Indian’s rich motorsport heritage, and slotted the Thunder Stroke into a vintage-style, boardtracker-inspired build: the Indian Track Chief.

There’s so much detail on this bike, it’s hard to know where to start. The single-side rigid frame is a masterpiece, hugging the engine just-so. It’s hand-fabricated from 4130 chromoly steel, finished in black by Olympic Powdercoating.

The frame is a perfect match for the black Paughco Leaf Spring Fork assembly, a fascinating contraption designed for customizers who want a vintage look with high-quality, modern construction. Tucked down low on the left side of the fork, near the axle, is a Fox DHX mountain bike shock—a component popular with riders on the World Cup downhill series.

“It controls the motion of the front end, and works really well,” reports Sands’ project manager Cameron Brewer. “The compression and rebound dampening of the shock is a perfect match to the rate of the leaf spring.”

Sitting above the frame is a hand-fabricated titanium tank; hidden below the frame is an aluminum belly pan. The engine internals are stock but there’s a Roland Sands Design Blunt air cleaner, a high-flow, low-profile fitment that doesn’t get in the way of your leg. The titanium pipes of the custom 2-into-2 exhaust system follow the lines of the V-twin snugly, and terminate in RSD Slant mufflers.

There’s a see-through RSD Clarity cam cover and a matching outer primary cover too—revealing a custom clutch pressure plate from Barnett. “We told Barnett we were making a one-off primary cover and wanted some high-end billet clutch internals to show off. These are not production parts for either of us, but may be down the road,” says Brewer.

Track Chief sports a serious turn of speed on the road: it’s considerably lighter than the 827 lb. Chieftain that donated its engine. “We haven’t weighed the bike,” says Brewer. “But two of us did pick the Indian up by the wheels—if that’s any gauge of the actual weight, we’d guess it’s in the 400-500 lb. range.”

The handlebars are welded to the upper triple: allowing Sands to make very narrow bars, and eliminating the use of risers. (“They are basically clip-ons—without relying on a pinch bolt.”) RSD Traction Grips with a custom bronze anodized finish add to the vintage look.

As we all know, wheels are critical to the boardtracker look. And here we’ve got 21” x 3.5” lightweight RSD Del Mar rims—with the same bronze finish as the grips. They’re shod with Dunlop Elite 3 tires, which are conveniently available in a 120/70-21 size for custom builds. Stopping power comes from Performance Machine calipers and Brembo cylinders, and the rear sprocket and drive unit come from Gregg’s Customs.

Paint is low-key: a classic Indian red and black combo, applied by Hot Dog Pinstriping, with gold leaf for the oversized logo on the raw metal tank.

It’s not the kind of machine that will find its way back into Indian’s catalog any time soon. But the burgeoning cool factor of America’s oldest motorcycle brand just stepped up a notch—or three.

Roland Sands Design | Indian Motorcycle

Image below courtesy of Barry Hathaway.

via BIKEexif

YAMAHA SR500 BY EXESOR MOTORCYCLES

By Wesley Reyneke | Rather Be Riding

Venturing into the left field is risky business for any builder. Go too far, and you could end up with a garish and impractical machine. But ride the line between quirky and classy just right, and you’ll have a hit on your hands.

Christian Schwarzenlander’s Yamaha SR500-based “ExesoR MACHINE” strikes that balance beautifully. Operating out of Austria as ExesoR Motorcycles, Christian’s aim was to build a café-racer-styled custom, “with a touch of Dieselpunk.”

Christian picked up the SR500 for a steal—but it was totally disassembled. “Even the engine was taken apart,” he says, “but it was 90% complete and no important parts were missing.” Naturally, the engine received a full overhaul—finished off with bespoke cooling fins. It now inhales through a velocity stack, and exhales via a stainless steel exhaust system from Two Hands Motorcycles.

For the bodywork, Christian turned to Bernhard Naumann, AKA Blechmann, for assistance. Bernard is an accomplished builder in his own right, known for building “Walton”—a wild Norton-powered chopper that took 6th place at the Sturgis World Championships in 2010. “His knowledge was essential for the final result,” says Christian. The two are now good friends.

Bernard was responsible for the SR500’s seat (covered in tobacco brown leather), and he’s modified an Omega Racer fairing to suit the bike. The tank is also from Omega Racer, now fitted with a custom filler cap. All the bodywork is aluminum, finished in a raw, semi-matte effect. Furthering the Dieselpunk agenda are various brass components—including fastener covers.

The re-wired SR500 now sports a custom ignition system, complete with a hand-built coil and cool little electron tube indicator light (below). The bulk of the new harness is stashed away under the seat. Embedded in the fairing are two LED headlights, and out back is a one-off tail light.

Christian made extensive mods to the frame too. It’s been cleaned up and reinforced in key areas, and shortened in the rear—with a pair of LED turn signals embedded in the tubing. There’s a new swingarm, made out of two SR500 units, and 7cm longer than stock. The frame and swingarm are painted in a color taken from Porsche’s swatch book: Seal Grey.

The front suspension has been lowered and upgraded with Wirth springs, and a pair of custom Hagon shocks prop up the rear. The original Yamaha SR500 wheels are now painted in an antique copper color and fitted with Avon tires.

The final product is kitted with a Daytona speedo, LSL rear-sets and Fehling clip-ons—adorned with a pair of hand-crafted aluminum and leather grips. Christian has also fitted custom sleeved cables, a CNC-machined brake fluid reservoir and a host of other fine details that reward close inspection.

ExesoR’s SR500 is a great example of the interplay between creativity and functionality. I’d even go as far as to call it art—and rideable art at that.

Photos by David Matl. Keep in touch with ExesoR via Christian’s website or Facebook page.

via BIKEexif

Clive’s Triumph Scrambler

When a motorcycle is built to perform over unfavourable terrain, function is far more important than form. The rougher the anticipated terrain, the more specialised the required components and the less appealing the motorcycle will appear to those of us who are looking for smooth and uncomplicated lines. When BMW created the first adventure motorcycle with their ungainly R80 GS model in 1980, I doubt if they had any idea that they were also creating a whole new motorcycle market. The  ’70s had been the era of the Japanese street scramblers like the Yamaha XT500, which looked similar to the purpose built motocross models but were not really capable on dirt roads. In the ’50s and ’60s scramblers were also only slightly cosmetically changed versions of street models. Our featured modern Triumph Scrambler has its roots in the 1950s.

The Triumph TR6 Trophy was launched in 1956 to satisfy the US market’s demand for competitive, raceable but street legal motorcycles. In 1959 the high pipe competition model was introduced and was aimed at the desert sled racing fraternity. Steve McQueen entered the 1964 Six Day Trials on a brand new Trophy and also rode a 1961 model in the movie called The Great Escape. The reincarnation of  this legend was released as the Scrambler in 2006. Triumph would probably have called it a Trophy but they had already used the name for another model. The Scrambler is basically a Bonneville which has been redesigned to allow for limited off road capability. The front and rear suspension has more travel than a Bonneville. Different handlebar styling and footpeg position provide a more off road orientated seating position. The upswept exhausts are reminiscent of the original Trophy of which many of the styling cues have been reproduced but with modern improvements. Trail tyres are fitted to the 19 inch front and 17 inch rear wheels. Perhaps the biggest difference between a standard Bonnie and a Scrambler is the engine. The motors are identical except for the their crankshafts. The Bonneville uses a traditional 360 degree crank whilst the Scrambler uses the 270 degree version as used in the cruiser styled America and Speedmaster versions.This crank configuration provides more bottom end grunt from the 54hp engine. The uneven firing pattern gives the Scrambler an almost V twin engine sound. This is, for my money,  the  sweetest sounding engine in the entire Triumph range of motorcycles. Perhaps it is because it sounds more like my beloved Harley Davidson’s potato potato exhaust note.

Our featured motorcycle belongs to Clive from Edenvale. He has modified this beautiful Scrambler extensively to improve its off road performance without detracting from its classic lines. Ikon shocks are fitted to the rear whilst the internals of the front shocks have been improved. An 18 inch rear rim and spokes have been installed at the rear whilst a more dirt friendly 21 inch wheel is  fitted up front. The wheels have been  powdercoated black. The standard  but shortened exhaust headers have been wrapped and are now fitted with specially fabricated silencers made by Mark Lewis from Retro and Supermods.The Scrambler’s carbs were rejetted to suit the pipes and the better breathing air filters.The skid plate under the front of the engine and the engine bars are Triumph accessories which provide  protection for the engine in the event of a fall. All of these enhancements have turned this off road look-a-like into a practical dirt road motorcycle.

Cosmetically Clive has also made many changes. Retro and Supermods shortened and looped the rear subframe, fitted a new rear mudguard and created a new seat pan which was beautifully upholstered by Dion the Leatherman. Note the Trouble name stitched in the Triumph font and logo style. A Biltwell replica of a 1932 Ford model A tail light which is a product  imported by Marnitz’s Old Skool Trading has been installed by Clive on top of the mudguard and the number plate is now on a sidemount bracket. The cam covers have been painted to match the tank and Clive drilled the three holes in the casing.. A wire mesh headlight protector and a flyscreen are Triumph accessories although Clive painted the clear Lexan of the screen black. The standard front mudguard had to be raised to accommodate the new larger diameter wheel. The bar end mirrors include the indicator lights which are visible as front and rear indicators.

This Scrambler has done nearly 40 000km, of which Clive estimates 40% was dirt riding. As a member of  “The Erudite Society for The Preservation of Nonsensical Meanderings”, a group of friends who travel by 4×4 or motorcycle on a variety of excursions, this Triumph will have many stories to tell in its lifetime. Clive’s other Triumph,  a Tiger  800XC,  is a far more appropriate and capable dual purpose motorcycle. He however says that if he were ever faced with the choice of having to sell one of his Triumphs, he would keep the Scrambler because it has more character. I think Steve McQueen would agree.

via http://www.retrowriteup.com

Doohan : « Márquez est sur un autre niveau » / ‘Marquez is on a different level’

Le quintuple Champion du Monde 500cc Mick Doohan affirme que Marc Márquez, le Champion du Monde MotoGP™ 2013, a amené le Championnat du Monde à un tout autre niveau après son incroyable début de saison 2014.

Marc Márquez a remporté 11 des 13 premières manches du Championnat du Monde MotoGP™ 2014 et est le premier pilote depuis Mick Doohan en 1997 à avoir décroché dix victoires consécutives en catégorie reine.

Sur le podcast ‘Keeping Track’, l’ancien coureur australien s’est exprimé au sujet de son successeur, qui compte 17 victoires en 31 courses depuis son arrivée en MotoGP™ et n’a manqué le podium que quatre fois.

« Márquez a fixé la barre encore plus haut cette année, » a déclaré Doohan. « Quand quelqu’un réussit de cette manière, il est très difficile de le rattraper. Les autres vont peut-être de plus en plus vite mais l’écart reste le même. A un moment donné, cet écart diminuera mais ce pourrait être dans deux ans ou plus. »

Doohan, vainqueur à 44 reprises en 71 Grands Prix sur la période 1994-98, sur laquelle il a remporté ses cinq titres 500cc, pense aussi que Márquez, destiné à s’emparer du titre 2014, pourrait avoir l'un des plus beaux palmarès de l'histoire du Championnat du Monde.

« Pour les autres, rien que de le garder en ligne de mire est difficile et si quelqu’un bat mes records, ce sera génial que ce soit quelqu’un d’aussi apprécié et de charismatique que lui. Il se donne à fond chaque semaine et il va de plus en plus vite. »

MotoGP™ World Champion Marc Marquez has taken motorcycle racing to a whole new level after dominating his second season in the premier class, according to five-time 500cc World title winner Mick Doohan.

Repsol Honda’s rider Marquez has won 11 Grands Prix so far this season, becoming the first rider to win 10 consecutive races since Doohan in 1997.

Speaking to the ‘Keeping Track’ podcast, Doohan said he is highly impressed with Marquez, who has won 17 of his 31 MotoGP™ starts and finished on the podium in all but four races in the MotoGP™ class.

“Marquez has really lifted the bar this year,” Doohan said. “When somebody’s on top of their game like that, it’s just difficult to make inroads into the gap they’ve got on you. The other guys may be getting quicker, but the gap is staying the same. At some point in time the gap will close, but that could be a couple of years down the track.”

Doohan, who won 44 Grands Prix from 71 starts while collecting five straight 500cc titles from 1994-98, believes Marquez is set to claim a second World Title this season and, in years to come, will be one of the most successful riders of all time.

“It’s difficult for the other guys to even keep him in sight, so if somebody’s going to beat my records, it’s great to see somebody who’s as likeable and as charismatic as he is. He’s pushing himself that hard that each week that he’s just getting quicker,” Doohan added.