1977 Yamaha RD400 by Rusty Bolt Garage

Written by Ian Lee.

Sometimes a bike appears in our inbox that is hard to write a post on. It’s not so much the bike is built in bad taste, or lacks description from the builder, it’s because the damn thing has so many features it can be hard to know where to start. Today’s bike falls into this category, it is a cacophony of build aspects, all vying for attention at the same time. Coming out of the Rusty Bolt Garage in Santa Fe, this Yamaha RD400 has been built with everything “either upgraded, replaced, or repaired on this baby.” And what a beautiful baby it is.

Starting at the heart of the bike, the engine has been fully rebuilt to almost original specifications, with a 66mm rebore increasing the cc’s to 425. While the engine was stripped down, the cylinder heads, cylinders and stock Mikuni carbs were sent to Vapor Blast Solutions to be “treated to a nice polish.” On reassembly, the engine cases and cylinders were treated to a fresh coat of black, with the fins sanded back to match the aesthetics of the rims.

Once the carbs came back from being blasted, they were rebuilt using new components where ever required. The Mikunis paired up with Pod filters. The Yamaha ‘Autolube’ system was kept on the bike, given a full rebuild and all oil lines replaced. The exhaust duties are taken care of by a custom setup, running DG expansion chambers, with one pipe per cylinder.

While the engine was out, the frame was detabbed and powdercoated in satin black. A new electronics tray was mounted, to suit the reworked wiring harness. To suit the clean ‘lightweight’ look the build was going for, the oil tank was relocated inside the seat. A new rear hoop was manufactured, angled upwards towards the rear to accommodate the rear tire and rearward lighting setup. The swing arm was also given the satin powdercoat treatment, after being mounted up with new bronze bushing.

It was decided to keep the original RD tank for the build, albeit with custom knee pads and decal set. A fibreglass seatpan was fashioned up to match the lines of the tank and the new headlight, and an Ultragel pad cut to size at B & M Upholstery. The choice of the Ultragel is primarily for rider comfort, with the pad able to absorb the vibrations of the two stroke engine cycle. The front fender has been cut down to the minimum size that still supports the front forks, the rear stock fender has been replaced with one that matches the front fender, and both were powdercoated in satin black to match the frame. Finally the tank, seat and headlight cover were given a coat of the Ford colour ‘Toreador Red’, to offset the dark colouring of the lower part of the machine.

The controls and electrics have had a good work over as well. The factory headlight has been ditched, in it’s place is an LED unit, cased in a housing which complements the lines of the tank and custom seat pan. Another addition is a set of low rise handlebars, fitted up with new grips and switchgear, and the aluminium levers anodised in black. To give a more sporting riding position, a pair of KamiKaze Moto rearsets are mounted where the passengers foot pegs were located, with the kickstart lever modified to suit.

For an improved ride, the front end has been rebuilt with Racetech springs, and fork caps with preload adjusters to allow for fine tuning the rebound. The back end is mounted up with Assault brand shocks that are half an inch longer than standard. This, matched with the front forks being dropped 0.75 of an inch, puts a lot more weight on the front wheel, helping with cornering and turning capabilities. The front and rear brake cylinders have been replaced, pumping the stop stop juice through stainless lines to new repro brake calipers. Finally, the rotors were cross drilled and countersunk to allow for better heat dissipation under harder riding conditions.

With so much touched up, but still keeping that ‘true RD spirit’, Rusty Bolt Garage have produced a bike which really stands put. A multitude of modifications have created a bike which looks good and goes hard, with a lot of work carried out inhouse allowing the build brief to be followed as closely as possible. Helped along by the fact the RD is an awesome platform for a custom, it has culminated in a build to be proud of.

via PIPEBURN

Triumph Scrambler by Re-Cycles Bikes Rewheeled AB

For a Scrambler, this is one of the most beautiful bike I’ve ever seen. Please allow me to introduce! This is Rewheeled #5, the donor bike is 2006 Triumph Scrambler. A masterpiece from Sweden, salute to what has been done by Adreas as the owner of Re-Cycles Bikes Rewheeled AB – Handcrafted motorcycles.

Custom motorcycle is an art, it takes time and totality! And I think Andreas has been able to do that “Patience”. As a result, what you see is now! The fork legs, triple clamps, bar risers, throttle and fuel tank were acid dipped to removed paint and anodising before being lightly sanded and polished. You will feel like invited back to the 60s era.

You will feel jealous, including me. Some time ago Andreas told me, that this bike has been taken for the tour to enjoy the summer beauty of Österlen – south of Sweden. Österlen is the southeastern part of the Swedish province of Scania. To my knowledge, Österlen IS The most famous place for beautiful nature, small towns, apple orchards, farmland and is a popular tourist attraction.

How beautiful this bike? you can judge for yourself, from both angles shown above (from the front and rear). Looks challenging, how much you desire to climb? When she was alive, you would imagine, how hard she’s going to roar?

Try to look closer to the tank and headlight. For the tank, it is very clear! an identity of the builder. When most builders pinning the identity of the manufacturer, not the case with Andreas: it would be to feel proud of himself “Rewheeled”. One thing that is interesting from the headlight is the rectifier was moved from its original position under the 4 1/2 inch headlight to the frame above the oilcooler and the ignitionlock to the right side under the fuel tank.

Some of the jewelry that had been pinned is a straight bars are by German outfit, Fehling but cut down about 25 mm on each side. Efficiency, is a good reason for those of you who don’t want to be too complicated, it’s suitable for you who want to look Germanic.

As a connoisseur of a megaphone exhaust, I have to admit: I’m fall in love with what is attached to this Triumph Scrambler! a Custombuilt Exhaust, a shiny straight pipe. I am interested to install it, you might as well. If you are a beginner as a custom motorcycle builder, maybe you should try to create a Custombuilt Exhaust. A very interesting challenge, right?

Now we walk to the back sides, Small indicators set into the rear ends of frametubes are only 18 mm in diameter but still e-approved. Rear and brakelight is an LED unit grafted into the rear of the seat. Talk about where you will be sitting on this bike, this is a custombuilt! new seatbase was made ​​in fiberglass padded with 20 mm neoprene and topped with brown leather. I think you will be comfortable because the design is quite wide.

The last part is the tires, what tires to use? This is the Heidenau K60 Scout tires. Some of the most striking touch is Gastank depainted and clearcoated and aluminum fenders with a very classic design. Some additional information is the subframe was cut about 30 cm and a new aluminum box fabricated for the Li-Ion battery and electrics.

via http://otomotif.org

Endurance : la belle saison du GMT 94 / GMT 94’s strong season

En tête du classement provisoire du championnat du monde d’Endurance FIM (EWC), le GMT 94 compte 21 points d’avance sur son premier challenger. Même si la Yamaha-Michelin n°94 ne s’est pas encore imposée cette année, sa régularité et sa fiabilité lui ont permis de prendre les commandes du classement général à l’issue des trois premières épreuves de la saison.

Bol d’Or :

Deuxième à l’issue des qualifications, le GMT 94 a pris la tête du Bol d’Or peu après la mi-course suite à la double chute du SERT. L’équipe de Christophe Guyot a concédé la première place à Honda Racing peu avant l’aube.

Le GMT 94 aurait pu reprendre les commandes lors de l’abandon de la machine de tête, la Honda n°111,  mais une chute sur une piste piégeuse une dizaine de minutes auparavant les en a privé. Relégués en deuxième position derrière Kawasaki SRC, David Checa, Kenny Foray et Mathieu Gines terminent sur la deuxième marche du podium et marquent de précieux points pour le championnat.

8 Heures de Suzuka :

Réservées uniquement à la catégorie EWC, les 8 Heures de Suzuka sont une véritable guerre de prestige que se livrent les constructeurs japonais. Seules neuf équipes permanentes du championnat du monde d’Endurance (EWC) avaient fait le déplacement.

11^ème à l’issue des qualifications, le GMT 94 a connu un début de course difficile dans des conditions délicates. En effet, le départ, retardé de plus d’une heure consécutif à de violents orages sur Suzuka, a été donné sur une piste détrempée. Après deux heures de course, la Yamaha n°94 avait plongé à la 27^ème position. Grâce à des excellents relais de David Checa et Kenny Foray, couplés à l’amélioration de l’état de la piste, le GMT 94 est parvenu à remonter à la neuvième place sous le drapeau à damier engrangeant ainsi des points importants lui permettant de mener le championnat.

8 Heures d’Oschersleben :

Avant-dernière épreuve de la saison, les 8 Heures d’Oscherleben étaient marquées par la participation de Kawasaki SRC, vainqueur du Bol d’Or et prétendant désormais au titre.

Parti prudemment de la quatrième place, le GMT 94 s’est installé en deuxième position derrière Honda Racing après la deuxième vague de ravitaillements profitant notamment des chutes du SERT, Kawasaki SRC et du YART. Ensuite, l’équipe de Christophe Guyot a déroulé son tableau de marche. Mais à deux heures du drapeau à damier, Mathieu Gines s’est fait piéger par de l’huile laissée par une des nombreuses chutes provoquées par un violent orage.

Relégués à la quatrième place, David Checa, Kenny Foray et Mathieu Gines ont cravaché pour monter sur la deuxième marche du podium et ainsi augmenter leur avance au classement provisoire.

GMT 94 tops the provisional FIM Endurance World Championship (EWC) standings with a 21-point lead over its closest threat. The N°94 Yamaha-Michelin has yet to win a race this year, but its consistency and reliability have paid handsome dividends. We look back at its results to date…GMT 94 tops the provisional FIM Endurance World Championship (EWC) standings with a 21-point lead over its closest threat. The N°94 Yamaha-Michelin has yet to win a race this year, but its consistency and reliability have paid handsome dividends. We look back at its results to date…

Bol d’Or:

After coming second in qualifying, GMT 94 appeared in front at Magny-Cours, France, just after the midpoint following the SERT bike’s two falls. However, it was then passed by Honda Racing shortly before daybreak.

A fall in extremely tricky conditions just 10 minutes before the retirement of the N°111 Honda prevented GMT 94 from going back ahead. Instead, David Checa, Kenny Foray and Mathieu Gines were relegated to second place behind Kawasaki SRC, but the result allowed it to claim valuable championship points.

8 Hours of Suzuka:

The Japanese race was reserved for EWC bikes and, as usual, the local makes were keen to impress on home soil. Only nine registered EWC teams made the trip to the 8 Hours of Suzuka.

GMT 94 started from 11^th on the grid but the early part of the race proved difficult in tough conditions. Indeed, the start was delayed by more than an hour after a huge storm broke out, leaving the track extremely wet. Two hours into the race, the N°94 Yamaha was a lowly 27^thoverall but Checa and Foray took advantage of the improving track to fight back to ninth and harvest sufficient points to take the championship lead.

8 Hours of Oschersleben:

The penultimate round in Germany saw the participation of the Bol d’Or-winning Kawasaki SRC team which consequently became an unexpected threat in the title chase.

GMT 94 got off to a cautious start from fourth place but was up to second after the second sequence of refuelling stops, by which time SERT, Kawasaki SRC and YART had all reported falls. The Christophe Guyot-led squad then ran to its game-plan, but that was scuppered two hours before the end when Gines fell on a patch of oil deposited after numerous bikes fell in a storm.

That dropped Checa, Foray and Gines to fourth but they fought back once again to secure second place at the chequered flag and consolidate their advantage in the championship.

24 Heures Moto : Soheil Ayari, de quatre à deux roues

Neuvième de la catégorie LM GTE AM aux dernières 24 Heures du Mans avec l’équipe SOFREV ASP, Soheil Ayari va participer à ses premières 24 Heures Moto au guidon de l’Aprilia RSV4 du team RSV Experience.

Initié au pilotage sur piste par son ami Sébastien Loeb et conseillé et formé par l’école de pilotage BMC de William Costes, Soheil Ayari s’est fait remarquer par Aprilia lors des Scorpions Masters qu’il disputait avec Loeb.

C’est donc au guidon d’une Aprilia RSV4 du team RSV Experience engagée en catégorie Open que Soheil Ayari s’alignera au départ de la 37^ème édition des 24 Heures Moto.

C’est le second pilote à prendre le départ des 24 Heures du Mans et des 24 Heures Moto la même année. En 2002, Christian Lavieille avait également relevé ce défi. Il avait terminé troisième des 24 Heures du Mans en catégorie GT avec Porsche et deuxième des 24 Heures Moto avec Suzuki.

Soheil Ayari fera équipe aux côtés de Bertrand Gold, journaliste essayeur chez Moto Revue et Adrien Chareyre, pilote en championnat du monde Supermoto avec Aprilia et quatre fois champion du monde de la discipline. Le team sera managé par un autre ancien champion du monde 125cc MotoGP, Arnaud Vincent.

A la suite de quelques séances de roulage sur une machine proche de la moto d’endurance, Soheil a véritablement fait ses débuts mardi lors des essais libres non obligatoires. A l’issue de 20 tours de découverte, il s’est fait surprendre dans le virage les « Esses bleus » après avoir perdu l’avant. « En moto il y a beaucoup plus d’engagement physique qu’en auto, et c’est difficile de trouver les limites, tout est impressionnant, je dois tout réapprendre mais c’est aussi ce qui me motive » commentait-il.  « L’objectif sera de finir et de se faire plaisir avant tout avec une machine de série. Je demande des conseils, Vincent Philippe que je connais bien n’est pas avare sur la question mais rien ne vaut l’expérience personnelle. »

Le team RSV Experience s’élancera de la 51^ème position demain sur la grille de départ.