Road and Track: A lithe BMW R80 restomod by 46Works

When Shiro Nakajima isn’t honing his considerable talents in his home workshop at the base of the Yatsugatake Mountains, you’ll find him racing at the Tsukuba Circuit, a few hours away. Those opposing environments are reflected in Nakajima-san’s custom bikes; tasteful restomods that are aesthetically restrained, but also built to be ridden hard.

The man known as 46Works also has an affinity for European motorcycles, carried over from his days as the founder of the powerhouse restomod workshop, Ritmo Sereno. This explains why his latest creation—a wonderfully prepped 1986 BMW R80 restomod—looks so damn good.

The bike was built as a collaboration between 46Works and the Japanese leather racing suit manufacturer Kushitani. Founded in the late 1940s in Hamamatsu, Kushitani has made leathers for Grand Prix racing greats like Randy Mamola, Wayne Gardner, Kevin Magee, and Kevin Schwantz. They’re also Shiro’s go-to race suit supplier, and they’ve collaborated on numerous 46Works apparel collections.

Shiro’s goal was to build a lithe machine that would be just as happy on the track as it would be on B-roads. His second priority was making sure that once the bike was parked, it would give its rider endless details to ogle.

Since Shiro was looking to gain performance by shedding weight and improving handling, the decision was made to rebuild the BMW R80 boxer motor to OEM specs, rather than bore it out. The overhauled engine and transmission were both blasted to a raw finish, and the heads were fitted with vintage-style peanut covers. The Bing carbs were tossed in favor of superior Keihin FCR units, fitted with K&N filters.

A custom-made battery tray now sits where the airbox used to, hooked up to the revised electrical system. Shiro threw a bucketload of electronic parts from Euro MotoElectrics at the old Beemer, including a new electrical hub, digital ignition system, starter, charging system, and more.

One hallmark of Shiro’s work is his ability to bend titanium tubing. True to form, this BMW sports a set of sand-bent titanium headers, flowing into a stainless steel two-into-one-into-two collector, which in turn exits via a pair of aftermarket stainless steel mufflers. (The carbs have been tuned to make sure the bike runs optimally with the new cans and pod filters.)

As per usual, the man’s attention to detail is on another level. Check out the exquisitely machined exhaust hangar; it also acts as a foot control mount, heel guard, center stand stopper, and grab handle for lifting the bike onto the stand. The foot controls are custom too, as is the corresponding mounting plate on the other side of the bike.

Shiro turned his attention to the suspension next, swapping the OEM forks out for a set of Ceriani replicas. They’re matched to the BMW chassis by way of a bespoke steering stem and yokes. An Öhlins shock sits out back, with a remote reservoir tucked away inboard of the frame rails.

The wheels and rear drum brake are stock, but the front calipers have been swapped for Brembo items, attached to custom caliper mounts and gripping fresh Sunstar discs. Shiro specced the R80 with Dunlop TT100 GP tires, which offer vintage looks with modern rubber.

This classic roadster also wears all-new aluminum bodywork—from its front fender through to its teardrop fuel tank, perfectly proportioned tail bump, and inner rear fender. Although the tank and tail are two separate pieces, they’re so well matched that they look like a monocoque at a glance. The subframe is another custom piece, as are the headlight brackets and seat pan.

The cockpit sports a classy set of chromed low-rise handlebars, fitted with a new throttle, Brembo levers, and Motogadget bar-end turn signals. A Motogadget speedo sits front and center, hovering above the chromed Bates-style headlight.

Shiro’s judicious use of chrome and raw metal finishes is the perfect accompaniment for the R80’s elegant livery. Drops Design Works handled the paint, splashing the bike in an elegant blue hue that perfectly matches the color of Shiro’s special-order Kushitani race leathers.

With everything buttoned up, Shiro did the only logical thing—he took the bike to the Tsukuba Circuit for a proper shakedown. “I made a few carburetor and suspension adjustments, and rode it on the race track,” he tells us. “As I had hoped, it offers light and nimble handling, a powerful engine characteristic, and a comfortable ride.”

Shiro sums the bike up as “a roadster that combines desirability with the joy of riding,” and we can’t fault that assessment. From the svelte bodywork to the well-judged chassis mods and intricate hard parts, there isn’t an inch of this BMW R80 restomod that we aren’t in love with.

46Works | Facebook | Instagram

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Regulation and the Path to Autonomous Vehicle Adoption

The introduction of AVs (autonomous vehicles) is a distinctive time of amendments in transportation, among others, reinventing the concept of mobility, security, and comfort. Nonetheless, the pathway to the full-scale diffusion of AVs is dotted with impediments, one of the numerous roadblocks is the highly configured rules and regulations that guide their deployment. In this blog post, regulations the fine art and the key role they play in driving the future of autonomous vehicle adoption is the main topic examined.

Change of States and Crossing International Borders

The problem of consistency of regulations across borders is one of the peculiar issues in the way of regulating AVs. In the United States, it is very problematic due to the fact that a sum of state regulations are introduced directly, thus blurring the picture. While, on the other hand, the process of global harmonization is at a very rudimentary stage, and various countries are at different phases of regulating this matter. The disparity between jurisdiction-specific laws brings about a huge impediment to the developers and automakers who have to complete a demanding puzzle.

Safety: A Mapping Out of the Driver Behind Regulation

Safety is a huge topic in the regulation of self-driving vehicles. Regulators have to be sure that these vehicles that are being powered by AVs can easily and safely live side by side with humans who are manually operating their vehicles, pedestrians, and cyclists. This obeys rules, procedures, and assurance for certification and the setting of standards for vehicle communication and interaction. The virtual world’s safety travels into cyber security, whose presence has become another significant factor in the digital fabric of AVs.

There is a reason why modern automotive radar technology used in cars is considered the big kernel of enhanced safety provisions for vehicles, guaranteeing more efficient and accurate obstacle detection on the road. This technology is one of the most important features of autonomous driving and Advanced Driver Assistance Systems that is targeted to regulate the public use of cutting-edge solutions to ensure safety on public roads.

Road to Public Widening

Even though all the technological developments have taken place, public acceptance is still an important factor causing the slow adoption of AVs by the general public. Regulatory entities, after all, play an indispensable part in fostering the public’s trust by having the necessary openness and impartiality standards for their assessment activities. Informing the public about what automotive vehicles can do and what they cannot is an important part of public perception expansion and also on the fear of new technology.

Environmental and Urban Impact

The environmental effects of AVs can be highly beneficial, ranging from emission reduction due to the optimization of driving patterns to decreased congestion and decreased need for parking space. The job of the regulators is to stimulate the branding of AVs in such a manner that the major infrastructure and environmental benefits are realized while at the same time, they integrate into the urban plans and policies. Here, it is the industry of guidance that is concentrated on the technology’s acute shift into the social positive goals.

The Regulatory Starting Line

Autonomous vehicle technology places innovation and safety in a duality, thus regulators are challenged in an area no one has attacked before. The creation of a regulatory framework that reacts flexibly to very rapid technological advancements with the guarantee of public security is a task that requires great skills. Global institutions are washed away with drafting regulations that stimulate innovation without eliminating the infrastructure baselines.

Discussing AI Role

With the development of self-driving vehicles, AI will take on an important role in making very complicated decisions in a lot of challenging situations. A new regulatory structure is called to be created considering the AI factor incorporated into the vehicle technology. Debate around the themes of transparency, accountability, and AI decision-making must be carried on at the crossroads of the legal framework for self-driving vehicles.

The Ethical Roadmap

Autonomous cars entail complicated ethical problems, for instance, determining what a car should do in a situation of reduced reaction time. Regulatory frameworks should stave off these ethical dilemmas by providing a suitable system of intricacies that informs people’s opinions and behavior. This also involves the hard engineering tasks that the manufacturers do today, preferably within the existing regulations.

The 5G Effect on Networks

Hand holding digital touchpad with creative city and 5G internet network on starry night sky background. Web speed and abstract concept. Double exposure

The implementation of 5G technology is fundamentally meant to take autonomous vehicles to a new level. The high speeds and less latency of 5G networks will create better vehicle-to-vehicle and vehicle-to-infrastructure communication which will result in more robust and efficient ways of operating automated vehicles. Regulators have the responsibility of finding ways of incorporating these new technologies into the existing models thereby raising efficiency and safety without compromising the area of vulnerabilities.

Building Infrastructure for AVs

To ensure the planned in of autonomous vehicles into society, we need a corresponding evolution in infrastructure. This encompasses physical infrastructure as well as digital infrastructure that is basically used for advanced communication and data exchange among AVs and the urban environment. Regulatory agencies have to go hand in hand with urban designers and technology specialists to incorporate AVs into the city’s scenic view of the future, which includes traffic management, urban design, and even real estate.

Conclusion

It takes a marathon, not a sprinter, for a journey where autonomy in the vehicles becomes common. The regulation occupies a critical position to make the transition successful, secure, and congruent with the publicity of the language. But the challenges are varied while the problems are not impossible to overcome. The way to use autonomous vehicles with careful regulation policies leaving the space for innovation and ensuring the public interest would be a way of transportation that not only is automated but also is safer, cleaner, and more efficient.

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Benefits of Hiring an Attorney After a Car Accident

In 2020, there were 35,766 fatal car accidents, compared to 39,508 fatal car accidents in 2021, accounting for a total of 42,939 deaths reported. In addition to this, traces remain throughout studies and experts are not averse to using seminal works. According to reports from 2021, motor vehicle crashes were seen by medical professionals in 4 million injured citizens and overall costs stood at $500 billion.

A lawyer who is dealing with the issue of a car accident can change the way your case finishes and get you the most of what you deserve for compensation. The main advantages of hiring a lawyer to represent your auto insurance matter can be summed up as follows:

Discharge your Responsibility to be Liable and Demand Compensation

One of the most crucial roles of a car accident lawyer is to examine the accident and find evidence that is enough to prove who is at fault. Life did not give bad guys fair trials and cops reports and eyewitness statements do not give the whole picture as well. A long-serving lawyer generally requires little guidance as to what further evidence should be presented for a solid case.

Your attorney will next be the one to figure out the amount of compensation you are entitled to claim based on several determinants such as medical bills, lost wages, pain and suffering, and permanent disabilities, if not death in the accident case The common average of compensation is $700k-$1million. They will represent you as your agent in a tough way and make sure they get you your fair share of dues from the insurance companies who will do anything to reduce the amount they pay. A competent lawyer will not let you be overwhelmed by their tricks and will make use of his or her skills to substantiate your case.

Deal with Difficulties of Legal Framework and Legal Paperwork

The legal system is intricate, more so in cases of claims, damage laws, and stipulated durations of applicability after the accident. A solo combat of this causes you to commit errors, which might lead to the damage of your case. To be more precise, Schultz Myers, a St. Louis car accident lawyer, stated that the attorney should be aware of the local and state laws that might be involved in your case and safeguard your rights through the claims process.

As an illustration, there are some states that apply “No Fault” insurance laws to decide how accident claims are dealt with. The attorney will be aware of the laws in the area that touch on your situation and how to adhere to certain procedures to pass the claim without bias. So it is possible to stand on the same level with your attorney and you will now have the same power as the rest of the insurance companies.

Impartially Handle the Tidal Wave of Paperwork

Compiling the paperwork after an accident can consume an unimaginable amount of time, and you will be taking care of the injuries. Getting documents in order, filing the claims, keeping tabs with the insurance companies, and balancing billings can take up a lot of time and effort.

An attorney has staff assigned to accomplish all these tasks in an efficient manner, so that you can concentrate on recuperation. Very few well-known personal injury law firms in this day and age have a cutting-edge case management system that joins the paperwork and digitalizes the claims submission for a faster resolution.

Work on Contingency Basis

The majority of car accident attorneys work on contingency which is a feeling of non-payment of upfront legal fees or hourly charges before the outcome of the case. The attorney obtains the previously established percentage of your final settlement as the attorney’s fee. In a situation like this, where no settlement is reached, you owe zero. This protects people from monetary issues that arise after an accident and lets them access top-notch legal help.

Retaining a lawyer for your personal injury claim after the car crash has such potential benefits as legal competence, obtainment of better settlement, removal of paperwork, and not paying for the attorney from your pocket in the beginning. Having the backing of a knowledgeable and competent lawyer on your side, greatly enhances your chances for a just settlement, allowing you to collect the maximum intended benefit under the law.

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My Way: Mule builds the ultimate Hooligan flat track race bike

If there’s one man who knows how to eke every last bit of performance out of a flat tracker, it’s Richard Pollock. The man known as Mule has been building (and racing) them since long before Bike EXIF was even conceived, and has built some of the most lust-worthy trackers to ever grace these pages. So it’s little wonder that his latest creation—a full-throttle Hooligan flat track racer—is such a tour de force.

If you’re not familiar with the American Grand National Hooligan Championship, it’s a flat track series aimed at amateurs running highly hopped-up street bikes. The rules are straightforward; you can run any street-legal production bike over 649 cc, with an open book on motor, swingarm, and wheel mods. But you can’t cut and weld the steering neck to alter the geometry, and you can’t change the shock mounts on the frame’s side unless they’re bolt-ons.

There’s a 370 lbs minimum weight limit too, and each bike needs a wheelbase of at least 56 inches. From there, it’s up to each racer to find creative ways to make their bike go faster and turn left harder. Luckily for Mule, he’s been at this long enough to know all of the workarounds.

“Having raced the Hooligan class every year since 2018 on a Sportster-based bike, I decided to build the ultimate class-legal bike for this year,” he tells us. “Given the constraints, my goal was to smash the minimum weight rule and reach the point of having to add weight.”

Mule started by sourcing a Buell X-1 Lightning from eBay, chosen specifically for its main frame loop. “It’s 10 lbs lighter than the lightest Sportster frame,” he explains, “and features a removable cast aluminum subframe, which I wouldn’t use anyway.”

With the Buell stripped down to its bones, Mule began to work his magic. First, he fabricated a lightweight chromoly swingarm and subframe, with a bolt-on upper shock mount. A friend and ex-colleague from his days in the aerospace industry helped, by 3D-printing prototype shock mounts until the design was perfect.

The mounting system uses titanium plates, bolted to the upper end of a custom-made Penske shock. It’s a trick setup, but it distracts from an even more trick modification that’s lurking lower down.

“In the original Buell street bike, the motor and aluminum swingarm pivot castings were rubber mounted,” Mule explains. “Now the motor is rigid-mounted, incorporating a billet swingarm and rear motor mount that allows full adjustability of the motor placement within the frame. Fore, aft, up, down, and axial rotation; bam, how you like me now?”

At the opposite end of the bike, a set of Mule Motorcycles yokes grip Yamaha R6 forks, fitted with steel cap extensions from J.J. Flairty. The wheels use Durelle Racing hubs, Sun rims, stainless steel spokes, and Dunlop DT4 tires. The rear brake uses a Beringer caliper and rotor, with the former mounted on a Mule caliper bracket.

The rear wheel hub also features a custom internal spud that not only allows easy gearing changes, but also allows Mule to ‘flip’ the rear wheel between races. The idea is to ensure even wear across the tire’s tread, since flat trackers are always torching the left side of the rubber.

Mule has a go-to list of engine mods that balance power and reliability, so he threw the book at the V-twin mill. The crankcases and crankshaft went off to Dark Horse Crankworks for heavy-duty rods, fresh bearings, balancing, and assembly. The top end was sent to Branch & O’Keefe in California for extensive head mods, proprietary pistons, and boring.

The displacement is still 1,200 cc, but the engine now sports Red Shift cams, Jim’s Machining roller rockers, and a Dyna ignition. The stock carb was rebuilt and modded by Randy Troy Carburetion Specialties. It’s fed air by a ForceWinder intake and a K&N filter, offering a lot more right knee clearance than the OEM air cleaner.

Since the hooligan tracks are generally short, Mule never gets beyond second gear. So this race bike uses a two-speed transmission with a Barnett Scorpion clutch, shaving another 12 lbs. “The motor features plenty of torque and huge pulling power, so it can easily pull much higher final gearing if necessary,” he adds.

Keen eyes will notice that the bike’s primary cover is not quite original. The OEM clutch cable attachment sits really low and has a habit of snapping off in the event of a lowside. So Mule cut the cover, rotated it about 45 degrees, and then welded it back, effectively keeping the cable’s attachment point out of harm’s way.

The modification called for fine work, so Mule used a wire EDM cutter to split the primary cover. It’s a machine commonly used in aerospace fabrication since it only removes about 0.01” of material. The front half of the case was also cut and shut, and fitted with a custom cover.

“The cover facilitates precision ignition timing as opposed to the ‘factory caveman’ way of putting the bike in gear and rocking the wheel back and forth while peaking in a little inspection hole,” Mule tells us. “It still takes two people, but it works a charm. Yes, there are other ways to do it… but this is my way.”

Most notably, this flat tracker wears the least bodywork we’ve ever seen on a Mule build. A wafer-thin aluminum fuel tank sits on top of the frame, made up of several pieces, including a couple of radiused sections from a vintage Husqvarna fuel tank. Welded up by Mule’s friend, Chuck Connell, it holds just 1.3 gallons of fuel—enough for the brief, yet furious, races that the bike will undertake.

A custom oil tank sits further back, with its filler cap located up front, mounted on a long hose. The spigot that connects the hose to the reservoir, and the oil tank breather, are both placed inboard of the frame—so there’s nothing that can get in the way of the rider’s leg.

Finishing touches include a burly two-into-one exhaust, a fiberglass tail section from Competition Sheet Metal, and a handmade cushion from Corbin. The cockpit is a typical Mule affair—packed with only the essentials and super-duper tidy.

But the best aspect of this build is the way that the minimalist bodywork adds just a sliver of zest to a beast that unapologetically puts its mechanical nature on display. Laid down by SBK Paint, it’s a no-nonsense livery for a no-nonsense machine.

Mule Motorcycles | Instagram | Images by Bart Cepek

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Speed Read: Another knockout AC Sanctuary Kawasaki and more

Is there no end to AC Sanctuary’s brilliance? We profile a Kawasaki ZRX1200R from the masters of Japanese muscle, then pivot to a Honda CB750 from the host of a car restoration show. This week’s OEM news includes a look at the 2025 KTM 990 RC R and the new Ryvid Outset electric motorcycle.

Kawasaki ZRX1200R by AC Sanctuary Hiroyuki Nakamura, the man behind AC Sanctuary, has been building incredible restomods for almost 25 years now. Sanctuary’s Radical Construction Manufacture (RCM) series combines the charm of old bikes with modern suspension, braking, and reliability. This is one of their latest builds; RCM-569.

Starting with an early-2000s model ZRX1200R, the bike was stripped to nuts and bolts with the stock suspension and wheels promptly discarded. The frame was placed in a jig and a laser line was thrown over it to ensure everything was straight. While it was there, key areas were gusseted and the headstock was braced—then a highly modified lightweight swingarm was fitted with Öhlins shock absorbers.

An AC Sanctuary ZRX steering stem kit was installed, which allowed the fitment of upside-down Öhlins forks. A pair of super light OZ Racing hoops, fitted with Sunstar brake discs, replaced the heavy stock alloy wheels. Enormous Brembo GP4-RX radial calipers were fitted to the front end to give modern sport bike braking to the two-decade-old bike.

As is right and proper, the engine also received the AC Sanctuary treatment. The bottom end was balanced and the oiling system was upgraded. High-compression pistons were fitted, along with a brace of Yoshimura Mikuni TMR-MJN carburetors and custom velocity stacks.

The transmission was replaced with a six-speed model from the Japan-only ZRX DAEG, which was upgraded again with a slipper-style clutch. A bigger radiator was fitted, along with an AC Sanctuary Nitro Racing exhaust system.

The tail and front fender are from the AC Sanctuary catalog, but the tank and side covers are factory. Elevating the OEM bikini fairing is a mirrored windscreen, and the tank sports a race-style filler.

2000s-era sports bikes were much beefier than today’s equivalents, but that just means there is more room for crazy paint. So AC Sanctuary has taken advantage of this with trademark Kawasaki green and acres of custom graphics.

Nakamura-san takes a strict form-follows-function approach to each build, which is just one reason why we love AC Sanctuary. Their bikes are built for riding, and riding fast. [Source]

Honda CB750 by The Hot Rod Shop A lot of full-time mechanics don’t want to work on their own stuff when they clock off. However, for Jeremy Bumpus of The Hot Rod Shop and MotorTrend’s Car Fix show, that couldn’t be further from the truth. Itching for another bike build, he took to his workshop after the customers had gone home and the cameras had stopped rolling, to create this alluring Honda CB750 café racer.

It just so happens that there’s a Honda dealership and museum next door to Jeremy’s shop in Corinth, Mississippi. His neighbor took him out back, opened a storage container chock full of old CBs, and told him to pick one. That’s how Jeremy got his hands on this 1972 Honda CB750, and it’s a great parable about why you should be nice to your neighbors.

Just like his hot rods, Jeremy wanted a simple, clean build, and being a master fabricator meant this was no problem. We hope the old CB wasn’t too attached to everything behind the down tubes, because, aside from the engine, they’re the only things remaining from the original bike.

The front end is from a Yamaha R1, and has been adapted to the Honda frame with Cognito Moto yokes. A Honda CBR donated its swingarm and rear suspension, and the chunky spoke wheels and tires are new. A classic Cognito Moto 6.5-inch projector headlight was bolted to the front forks, ahead of a Motogadget Motoscope mini speedometer, clip-ons, new levers, and Motogadget bar-end indicators.

Sitting long and lean, the custom frame certainly stands out against the factory frame. It was bejeweled with a custom tank that Jeremy made by hand, with a tail unit and seat to match. The seat was covered in automotive leather, the tail hump hides the electronics, and the LED taillight sits in a custom housing that creates an interesting ‘infinity’ effect.

The engine is mostly stock, but it has been freshened up with a custom stainless steel exhaust with reverse cone mufflers. A set of CR carburetors was fitted with a Cognito Moto air filter. Thanks to the folks at Sump Thing in the Netherlands, a kit was fitted to the oil pan to convert the CB to a wet sump design, negating the need for a separate oil tank.

Several pennies were found inside the bike during the build process, earning the Honda its nickname (‘Penny’). Pennies were used as washers throughout the build, and we’re guessing it was also the inspiration behind the stunning copper color scheme. [Source]

2025 KTM 990 RC R If, like us, you’ve been watching Jack Miller and Brad Binder wrestle their KTMs to podiums and victories through the last few seasons of MotoGP, then we have some good news to share. KTM is bringing a fully-faired, large-capacity sport bike back to their lineup for the first time in fifteen years. Feast your eyes on the 2025 KTM 990 RC R.

Yes, KTM has already released the limited edition RC 8C for extremely lucky (read: wealthy) enthusiasts. But the KTM 990 RC R is far more accessible to the general population.

At the heart of this tangerine daydream (we’re just assuming the production bike will come in orange) is a EURO5+ LC8c parallel twin engine. KTM boasts 103 Nm of torque at 10,500 rpm and 126 hp from the 990 cc twin, with the engine alone weighing in at just 57 kilos [126 lbs].

Leaning into KTM’s ‘Ready to Race’ byline, the KTM 990 RC R is a track bike that will be homologated for street use, so it’s got the ergonomics to match the intent. An all-new tank design promotes better contact points for the rider’s knees and arms to lower the pressure on their hands, and adjustable foot pegs are fitted as standard. But the most titillating feature is the gear shifter that can be reversed, to shift racing style.

The standout piece of bodywork is the pair of big front wings. The current crop of MotoGP bikes have more wings than a truckload of Red Bull, and we are seeing them on more and more road bikes every year. They make sense on the new 990 though, so we’re glad to see them.

The steel frame on the 990 RC R has been engineered for “dynamic performance” with the frame being stiffened and a 25-degree steering head for more front end. The subframe is diecast aluminum and the suspension comes from KTM’s WP APEX Open Cartridge lineup. From the factory, the cast aluminum wheels will be wrapped in sticky Michelin rubber.

Another exciting aspect of the 990 RC R is the minimal modifications needed to convert it to a full-on track bike. A KTM 990 RC R ‘Track’ edition is also coming, which will pare back the road-going requirements. The lighter-weight machine will have more protection, better bodywork, and a full exhaust system.

This year’s MotoGP season has kicked off with a barrage of superb sprints and races. We hope to see KTM on the top step at least a few times this year, and we can’t wait to throw a leg over the 990 RC R. [KTM]

The Ryvid Outset Ryvid burst onto the lightweight electric motorcycle scene two years ago with the Ryvid Anthem—their idea of the perfect, fully electric urban mobility solution. This week, they announced a new model to their lineup; the Ryvid Outset.

The Anthem was the bike that started it all for Ryvid and is still one of the most unique electric motorcycles available. It has a lightweight pressed stainless steel frame and the motor is housed in the swingarm, keeping the weight down low. But it’s the battery system that stands out as the Anthem’s main point of difference—not only is it positioned low, but it can also be removed from the bike in seconds.

Other standout features of Ryvid’s original design are its striking un-motorcycle-like aesthetic, and a seat height that can be electronically adjusted from 30 to 34 inches.

The Outset shares most of its components with the Anthem, but it’s positioned as a more off-road-curious electric motorcycle. Like the Anthem, it features a 72V air-cooled brushless DC motor and a sealed belt drive, but it has clear dirt bike underpinnings with its angular bodywork and new seat design. Ryvid claims a range of 70 miles and a top speed of 75 mph, and the Outset uses the ingenious 4.3 kWh removable battery (and integrated charger) that put Ryvid on our radar in the first place.

Along with the new bodywork, the Outset gains a new LED headlight design, with a nacelle that’s ever so reminiscent of the air-cooled Hinckley Triumph Thruxton. Other changes include hand guards and two new paint options—’Vapor Grey’ and, our personal favorite, ‘Sector Red.’ The Outset gains longer-travel suspension too, with Dunlop Mutant tires.

The new handlebars are wider, the footpegs have been moved forward, and the seat height is now set at 33 inches—so the adjustable seat mechanism available on the Anthem is not featured on the Outset. While removing the adjustable seat might seem like a disadvantage, the silver lining is that it removes weight and complexity.

Ryvid’s revised pricing model is attractive too. The Outset has a retail price of just $5,995, making it a more compelling case for urban mobility, while the Anthem features a new price of $6,495. Existing Anthem owners can outfit their bikes with Outset parts to get the same style, which is a nice touch. [More]

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