First Look: The 2025 KTM Freeride E electric dirt bike

Long relegated to youth and playbike riders, the heyday for electric dirt bikes has somewhat lagged behind the catapulting popularity of other e-bike segments; I guess many of us just aren’t ready to give up our clutch levers. Expect that to change in coming years though, as today’s electric bikes are coming closer to meeting and exceeding their internal combustion counterparts.

The KTM Freeride E platform has proven to be a serious contender year after year, and the 2025 model is hot off the press, offering increased power and range, a 60 mph top speed and street-legal status. It also happens to be endorsed by one of the biggest names in hard enduro. Convinced yet?

If you’re reading this, we’ll assume you’re somewhat familiar with the Freeride E platform, ranked among our favorite electric offerings for 2024. Offering slim dimensions, featherweight flickability, and top-tier components from KTM’s off-road range, the Freeride E is a trials, trails, and playbike, wrapped into one.

The latest iteration is based on an all-new chrome-molybdenum steel frame with the motor as a stressed member, and KTM has altered the geometry some for increased stability. A glass-fiber reinforced nylon subframe helps keep weight low, 247 pounds [112 kg] ready to ride.

KTM also went to work on the Freeride’s powerplant, eeking out additional capacity, peak power and range. With three selectable riding modes, you’ll achieve optimized figures of 19.2 kW peak power, 37 Nm of torque and an available top speed of 95 km/h [59 mph]—an important consideration, since this bike is homologated for street use. The new motor is also quieter, runs cooler, and is completely dust and submersion-proof for hardcore off-roading.

Like the outgoing Freeride, the 2025 model gets its juice from a removable Lithium-ion battery pack. It’s now upgraded to 5.5 kWh—a 1.5 kWh improvement from last year—which should increase ride time by 20%. The battery is less concealed than the previous model and has more of a distinctively electric look, but we’ll take that tradeoff for more playtime.

KTM estimates the battery will supply 2 to 3 hours of hard enduro riding, and considering their poster child is the German hard enduro rider Manuel Lettenbichler, we’d wager you’ll do a bit better than that. The supplied 660 W charger will complete a full charge in 8 hours with a normal household outlet, and a charge from 20-80% can be reached between 4 to 5 hours. For the long haul, KTM assures the battery will take over 1,000 charge cycles before dropping to 80% effectiveness.

KTM’s standard LCD dash monitors battery state and ride mode, and displays the selectable battery regeneration map and traction control. When the fun meter does fall to zero, changing the battery pack can be accomplished in less than 10 minutes—assuming you spring for a backup unit.

The rest of the new Freeride’s spec sheet is textbook KTM. Suspension systems are the latest adjustable units from WP; a 43 mm XACT split-function fork up front and a 374 mm XPLOR PDS in the rear. The 21F/18R wheel combo is (presumably) still supplied by GIANT, and the seat height is a serious 910 mm—so if you’re comfortable on models like the 350 and 450 EXC-F, you’ll feel right at home on the E.

With production beginning in December, the 2025 Freeride will hit dealer showrooms in January, but KTM has yet to announce an MSRP. For reference, the 2024 E listed for $11,299, positioning it a hair cheaper than the Stark Varg, but several thousand above more affordable bikes like the Surron Ultra Bee.

All said, the 2025 KTM Freeride E is new, but nothing earth-shattering. Call it more of a logical progression toward bridging the gap between the serious off-road rider and the maintenance-free, conscientious world of electric motoring.

More than just an eco-friendly alternative to internal combustion, electrics like the Freeride provide capable platforms for riders who got their start on e-bikes, not to mention life-saving alternatives for riders finding trail systems to be fewer and farther between. And that’s something even the most serious petrolheads can appreciate.

KTM | Images by Philip Platzer

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The Ultimate Guide to Deleting the DPF on Your 6.7 Cummins

What’s the Deal with the Diesel Particulate Filter (DPF)?

Your Cummins’ DPF is basically there to play environmental superhero, capturing soot and other particles that diesel engines love to produce. But when that filter starts clogging up, you’re looking at potential performance issues—lower horsepower, higher fuel consumption, and eventually a whole lot of frustration. The good news? A DPF delete can clear up those problems and give your truck some serious breathing room.

Table of Contents

• Why Go for a DPF Delete on Your 6.7 Cummins?
• The Legal Side of Things
• What You’ll Need for the Job
• Step-by-Step: How to Perform a 6.7 Cummins DPF Delete
• Keeping Your Cummins in Top Shape After the Delete
• Ready to Take the Plunge?

Why Go for a DPF Delete on Your 6.7 Cummins?

Deleting the DPF isn’t just about skipping a few annoying maintenance tasks—it can actually unlock several key perks for your truck:

• Better Fuel Economy: Ditch the DPF and you’ll notice fewer fuel stops. Your engine’s going to work a lot more efficiently, which translates into fuel savings.
• Boosted Power: A free-flowing exhaust means your Cummins gets to stretch its legs, giving you that extra horsepower, torque, and throttle response you’ve been craving.
• Reduced Maintenance Costs: No more cleaning or replacing that pesky filter, saving you some cash in the long run.
• Longer Engine Life: Less backpressure equals less heat buildup, and that’s a win for your engine’s health over time.

Jump over to our 6.7 Cummins DPF Delete Kit Collection.

The Legal Side of Things

Before you dive into your DPF delete, it’s important to keep in mind that this mod can run into some serious legal roadblocks depending on where you’re located. Many places have strict regulations about tampering with emissions systems. So, make sure you’re up to speed on all your local laws before proceeding. Dynovox always recommends staying on the right side of the law.

What You’ll Need for the Job

A successful DPF delete requires a couple of key components:

1. DPF Delete Kit: This includes everything you need—exhaust pipes, clamps, and any other hardware to replace the DPF.
2. DPF Delete Tuner: Reprogramming your truck’s computer is crucial. Without it, your Cummins won’t run right after the DPF is removed.

Step-by-Step: How to Perform a 6.7 Cummins DPF Delete

Here’s a quick run-through of how to get that DPF off your rig:

1. Unplug the Battery: Always a good first step—disconnect the negative cable to avoid any unwanted sparks.
2. Remove the DPF: Locate the filter in your exhaust system and carefully take it out. Remember to disconnect any sensors and wiring.
3. Install Your DPF Delete Kit: Follow the instructions to bolt in your new kit, ensuring everything’s snug and secure.
4. Reprogram the ECM: Use the DPF delete tuner to adjust your engine’s control module. This step ensures your truck runs smoothly post-delete.
5. Reconnect and Fire It Up: Once everything’s in place, reconnect the battery and start the engine. Listen for any unusual sounds and make sure no warning lights pop up.
6. Check for Leaks and Test Drive: With the engine running, inspect the exhaust for leaks. After that, take your truck for a spin to make sure everything’s performing as expected.

Keeping Your Cummins in Top Shape After the Delete

Now that your DPF is a thing of the past, here’s what you need to do to keep your 6.7 Cummins humming:

• Stick to Oil Change Intervals: Your engine will stay cleaner and happier if you stay on top of regular oil changes.
• Watch Exhaust Temps: Keep an eye on your exhaust gas temperature (EGT) to prevent your engine from overheating.
• Routine Inspections: Give your exhaust system and engine a once-over every now and then to catch any wear or leaks early.
• Use Quality Diesel Fuel: Treat your Cummins to the best diesel you can find—it’ll run better and last longer.

Ready to Take the Plunge?

Jump over to our 6.7 Cummins DPF Delete Kit Collection.

If you’re thinking about pulling the trigger on a DPF delete for your 6.7 Cummins, Dynovox has you covered with top-of-the-line kits that’ll make the process a breeze. Whether you’re in it for better fuel economy, raw power, or just tired of dealing with a clogged DPF, our kits are built to last and deliver results.

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Road Tested: Öhlins fork springs and oil for the Triumph Bonneville

It’s common to see custom bikes with swanky high-end shocks propping up their tails. Swapping out the rear suspension on a twin-shock bike is quick and easy, and can have a big impact on both handling and style. But if you upgrade your rear suspension without upgrading your front suspension, you’re doing it wrong.

There are myriad ways to beef up your bike’s front end, from full fork swaps to cartridge kits. But there’s a simpler way to eke the maximum performance out of your forks—like a simple Öhlins spring swap and oil change.

The front forks on my air-cooled Triumph Bonneville are basic 41 mm right-side-up units with zero adjustability. According to the internet, their springs have a rate of around 7 N/mm, and their oil has a viscosity of between 5 W and 10 W. That might be fine for an 80-kilo [198-pound] test rider, but it’s woefully inadequate for a giant man-bear like me.

Rather than go down the rabbit hole of a full front-end overhaul, Öhlins sent me a set of springs and a couple of bottles of oil to see if they would make a significant difference. Since I was about to send my forks off for a service and fresh seals anyway, it was a timely upgrade that made sense. But how much better can a set of budget OEM forks perform with a simple spring and oil swap?

The short answer is ‘a lot.’ It’s simple math; the Öhlins springs, which are listed for €162,38 via Öhlins Europe and $159.00 via Öhlins USA, have a linear spring rate of 9 N/mm. The oil has a viscosity of 20 W, and both are quality products—so you’d expect at least some improvement in feel. What I didn’t expect though, was just how big that improvement was.

Right away, I noticed a tangible increase in stiffness and a decrease in static sag. And not only does the bike better suit my height and weight now, but it also handles a whole lot better. Before, the front end would feel unsure of itself in corners, with a vague feel that starkly contrasted my Bonneville’s top-shelf rear suspension—now, it not only turns in with more confidence, but it holds its line better too.

Sure, it’s not as revolutionary a change as fitting a set of fully adjustable performance forks to the bike, but it’s also not as expensive or time-consuming. A full front-end swap often involves a whole lot of work that you may not have budgeted for, like making sure your yokes, brake caliper mounts, fender mounts, wheel spacers, and axle all play nice with your new forks (or fabricating new parts).

This upgrade, by contrast, is no more complex than a regular fork service. So if you have the time and money to go the whole hog, don’t let me stand in your way. But if your choices are neglecting your forks or making a simple change like this, do this.

With thanks to Öhlins Racing | Images by Wes Reyneke

Sidecar Subject: Öhlins Racing Founded: Established in 1976 by Kent Öhlin in Sweden. Initial focus: Began as a workshop developing high-performance suspension for motocross bikes. Motorsports success: Achieved multiple championships in motocross, Formula One, and various motorsport events. Expansion: Expanded product line to include products for road motorcycles, cars, and mountain bikes. Brembo Acquires Öhlins Racing Announcement: Öhlins’ parent company, Tenneco, has announced its agreement to sell Öhlins Racing to the global braking system manufacturer Brembo. CEO Statements: Tom Wittenschlaeger, CEO of Öhlins Racing, expressed enthusiasm about the partnership with Brembo, highlighting the potential for new growth opportunities and the ability to drive innovation for customers and employees. Brembo Executive Chairman Matteo Tiraboschi praised Öhlins as a strong addition to their portfolio, noting its reputation in motorsports and the automotive market. Future potential: The acquisition is a step towards providing integrated intelligent solutions. Regulatory Approval: The deal is expected to close in early 2025, pending regulatory approvals.

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Stone-cold killer: A Honda CL250 café racer with 3D-printed bodywork

For the last few years, the modern custom motorcycle scene has presented major OEMs with a whole new market in which to peddle their wares. We’re all familiar with the process; release a new motorcycle, run an in-brand customization contest with it, and show off the results at a major event. Lather, rinse, repeat.

These initiatives can produce predictably boring results. But they can also produce gems, like this honed Honda CL250 café racer from Turkey’s Bunker Custom Cycles.

The bike was created as part of, you guessed it, a European Honda customization contest. The brief was to customize a Honda CL500, but Bunker was given a concession to use its little brother, the Honda CL250, instead. Available only in Japan and Turkey, the CL250 closely resembles to the CL500, but trades the latter’s parallel-twin engine for a 249 cc single-cylinder mill.

Working with Honda Turkey, Bunker initially penned a design that would amplify the CL250’s neo-retro scrambler aesthetic. But Honda Turkey pushed back, reasoning that a bolder approach would have a bigger impact. After two months of back and forth, the parties settled on a modern café racer design instead.

“Our design approach was mainly to capture the style of racing bikes from the 60s to the 90s, when over-designing bikes wasn’t a thing” says Mert Uzer, who runs the Bunker workshop in Istanbul alongside his brother, Can. “The color scheme was also an extension of this era.”

21 renderings and 16 proposed color schemes later, Bunker was finally ready to bring their concept to life. “Our purpose was to relay the message that every design approach is possible with the CL250 platform,” Mert explains. “Even this kind of drastic change is possible.”

Looking to make their design easy to reproduce, Mert and Can opted to rely on 3D printing for the CL250’s new body kit; a departure from their usual process of making molds and hammering aluminum. “For body parts,” says Mert, “traditional manufacturing is a meticulous process, involving designing, planning, technical drawing, wooden model making, aluminum panel beating, mounting, and so on.”

“With analog methods like these, there’s no room for error—there’s no ‘CTRL-Z.’ When an error happens months of hard work can be wasted. But with digital methods, you can fail and try again, virtually.”

Finding the right material to print the parts out of was Bunker’s biggest challenge. After a few trial runs, they settled on a glass fiber-reinforced nylon, which they used to manufacture the Honda CL250’s new fairing, belly pan, seat pan, and tail cowl. For the fuel tank, they hacked up the OEM reservoir and used its bottom section as the foundation for a new 3D-printed cover.

Bunker re-housed the CL250’s LED headlight internals in the front of the fairing, then turned their attention to the taillight. It’s a bespoke piece that uses a combination of 3D-printed and hand-shaped polycarbonate bits, with an LED strip that includes integrated turn signals.

The bike’s wheels and forks come from a Honda CB250R and reportedly took some doing to fit. Bunker had to fabricate brake caliper adaptors and a new ABS sensor ring, and had to modify the stock top and bottom yokes. A new set of Öhlins shocks prop up the rear.

The contest’s rule prohibited any engine mods—but said nothing about modifying the exhaust. So Bunker took the stock headers and massaged them until the catalytic convertor was tucked away inside the new belly pan, with layers of kevlar fabric to keep the heat from damaging the bodywork. Gasses exit via a handmade muffler that pokes out the side of the belly pan.

Honda picked this year’s Wheels and Waves festival to show off the entries into their CL custom contest. Unsurprisingly, Bunker’s lithe CL250 café racer took home the gold. “Being a part of this competition and getting global recognition is definitely a plus,” says Mert, “but winning is something else.”

“As you can imagine, being a custom builder is a really isolated endeavor. While we are building these bikes we are quite confident and happy with the way we do things—but winning is proof that we are at least right about some aspects.”

Bunker Custom Cycles | Facebook | Instagram | Images by Kerem Albayrak

Sidecar Subject: Honda CL250 Based on the Honda Rebel 250, the Honda CL250 was first released in May 2023 as a modern scrambler, positioned as a contemporary take on the classic Honda CL scramblers of the 1960s and 1970s. It is currently only available in Japan and Turkey. Engine: 249 cc single-cylinder, liquid-cooled engine. Output: Approximately 23.67 hp at 8,500 rpm and 22.56 Nm of torque at 6,250 rpm. Performance focus: Tuned for strong low- to mid-range torque, similar to the CRF250L, making it suitable for both urban commuting and light off-road use. Design: Scrambler-style with a high-mounted exhaust, 19” front wheel, and upright riding position. Ground clearance: 165 mm, offering versatility for rougher terrain and light off-roading. Weight: 172 kg [379 lbs], creating a light and nimble feel for urban and light off-road use. Chassis: Derived from the Rebel 250 but with modifications for off-road capability, including wider handlebars for better control. Target audience: Ideal for beginners or those looking for a city scrambler.

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Simpatico: Solo Motorcycle’s Impeccable Norton Atlas Café Racer

The Norton Atlas has always been one of my forever dream bikes. This story started quite a long time ago, with the aborted purchase attempt at my first one.

After regrettably selling my Commando, I had gone about a year and a half without a bike. I had always lusted over owning a featherbed Norton special, built up as a period-correct café racer. One day my dear friend and longtime motorbike mentor, Bib, called me to say that he’d like to sell me an Atlas special that he had owned for some 20 years.

Some of you may know of Bib. Bill ‘Bib’ Bibbiani had cemented himself passionately in the Norton community as a rider, collector, and builder of iconic British iron, serving as the fearless leader of the famed Southern California Norton Owners Club.

We had talked about this particular bike too many times to remember, drooling about it during every visit to his house—its Dunstall seat and hot rod motor held in very high regard by us both. I was shocked that he’d be willing to sell it to me. But it only took two seconds for me to proclaim that I’d take it, gathering up every penny I could muster, booking a flight to California. Unable to contain myself, I anxiously waited to take possession of it, agreeing that I’d meet Bib at his house on Saturday morning.

After landing in L.A. early Friday, I spent the day with my best friend, talking his ear off about the bike. I tend to get carried away when I discuss these things. Coffee and donuts were our ritual, and as we sat at the usual establishment, I called Bib to triple-confirm that we were all set for the following day. His response was painful: “I can’t sell it. I cleaned the carbs and gave it a once-over as I prepared it for you, but after taking it for a ride, I decided I just couldn’t let it go.”

I’m sure there was an awkward pause on that call as I searched for an appropriate response. I had just scraped together every bit of money I could find and flown halfway across the country. But I couldn’t be mad; I respected it and would have felt the same way. “So where do we go from here?” I wondered. “Come up anyway,” Bib said. “I’ve got an idea.”

Saturday morning came and I headed to Bib’s with a mix of uncertainty and excitement. There was no bike to buy that day, but Bib told me he’d sell me a different bike, a project that perhaps we’d build together. I had previously discussed with him my desire to build a featherbed Norton—a genuine machine built with real and original parts, just like it would have been done when these bikes were contemporary.

Bib had always said that he’d never do such a thing; his preference was to build bikes as he saw fit and then sell them. He had no desire to deal with someone else’s opinion and all the headaches that came with it. But he was going to make an exception in this case, likely because we had known each other for years and he’d become sort of a father figure to me. I could also see he felt bad for going back on the deal we had already struck.

The journey began with Bib dragging out another Atlas he had tucked away. A pessimist by nature, I left his place feeling skeptical, knowing what it takes to rebuild one of these old bikes. There’d be a long road ahead, taking time, money, patience, and hard work from both of us to complete. But I enjoy the process and always have, so I knew that with the small collection of parts that I had already gathered and Bib’s experience, we could build a machine that we’d both be proud of.

A few months later I returned to Bib’s to see the Atlas that he had allocated to me. It sat with the original-paint frame, a solid core of a motor and magneto, and that was pretty much it; there was no front end, no tank, no wheels, no carbs, no seat, no fenders. You get the idea. It was so far from the dream bike that I had in my mind. I handed him an envelope full of my hard-earned money to give it the green light. Of course, he refused to count it; we had done this before, we were friends, practically family, and I’d never short him a dollar and he’d never have a second thought that I would. I sweetened the deal with a couple of cases of his favorite beer.

On cloud nine, we shook hands and parted ways. The plan was for each of us to work on certain aspects of the bike, thousands of miles apart. We’d get together at specific stages and apply our progress. My mind was racing with anticipation as I drove away with his beautiful California bungalow and small shed of Norton treasures in the rear-view mirror.

As I cleared the on-ramp onto the freeway, my phone rang. It was my mother, calling to tell me that my grandfather had just passed away. He suffered from Alzheimer’s for many years, and losing him was devastating. We were close, and I’ve never had so much respect and admiration for another person in my entire life. Except maybe Bib. The two came together at that moment—Bib reminding me of my grandfather; the significance of both of them to me had been reinforced. The close proximity of both events added a layer of importance to what I was about to build.

Over the course of the next 14 months, Bib and I got to work. We bickered along the way as to what was right and what was wrong, him winning nearly all the arguments. He was set in his ways and had decades of experience that I had to respect.

Besides, I knew that no matter what we built, I’d likely evolve it once it was ‘finished’ in order to get what I really wanted. Bib liked to set most of his bikes up with Mikuni carburetors, which I hate. He wanted the primary to be chrome, which I hate. He wanted to run an 18″ rear wheel, which I hate. He wanted to use short reverse-cone megaphones, which I, well, dislike. Lots of little things like that, coupled with a few changes based on parts that we either could or could not find at the time, determined the outcome of the bike’s first iteration.

After just over a year of blood, sweat and tears, the day had come for me to take full-time ownership of its care. On my way, my buddy’s truck broke down. I called Bib. He told me not to worry, he’d deliver it to me. As we backed it down the ramp of his trusty pickup, I was nervous about the impending moment of truth: kicking it and riding off in front of your mentor. But all went well, and that first ride was the purest of satisfaction. We had done it. We had conspired to build my dream bike, and at the same time, rescued another discarded machine.

I’ll never forget the last touch. Bib handed me the tank badges, saving their placement for me alone. It was a thoughtful gesture that marked the passing of this machine from him to me—far more important and significant than the official signing over of the title. We spent hours talking, obviously he didn’t want to leave. It was difficult for him to be done with it. After some time, we shook hands and I think I might have even given him a hug. It was that sort of moment.

These photos show the bike as it sits today, some ten years later, finally done in my eyes. It’s evolved to be what I’d always held in my dreams: an honest machine, not overly restored, and certainly no trailer queen.

We rebuilt and restored everything that needed to be redone, but didn’t do anything that wasn’t necessary. It’s part survivor, part revival. It’s a matching-numbers machine that runs as good as it looks and currently has almost 16,000 miles on the clock. I ride, enjoy and maintain it as it was intended to be used by its maker. It has a few tasteful upgrades to make it safe and reliable, but nothing that detracts from its originality.

Of course, no story would be good without a few bumps in the road—like the time I blew up the motor when a valve broke in half and brought everything to an abrupt stop, or my mild crash at about 35 mph. I suppose these are the types of things that either destroy or strengthen your love for something.

I could never buy such a story or such a machine—it had to be built. Unfortunately, Bib passed away a few years ago, and never got to see it quite like this. I know he’d be happy with it, and proud of what we did together. I know I sure am.

Godspeed Bib…

This article first appeared in issue 025 of Iron & Air Magazine, and is reproduced here under license | Words by Jeff Dickson | Images by Rob Collins |  Solo Motorcycle Works Instagram

Sidecar Subject: 1966 Norton Atlas Engine: Norton’s parallel-twin engine was englarged to 745 cc  to provided a good balance of power and torque for both city riding and long-distance touring. Fed by Amal carburation, the 745 cc Norton Atlas engine produced 58 hp at 6,800 rpm. Equipped with a four-speed gearbox and a heavy-duty clutch, the Norton Atlas was capable of speeds over 110 mph. Chassis: The Atlas uses a version of Norton’s celebrated ‘Featherbed,’ double-loop steel frame. Front suspension: Telescopic forks Rear suspension: Dual shocks—5-way adjustable Brakes: Front and rear drum brakes Dimensions and Weight: Seat height: 32 inches Wheelbase: 56 inches Dry weight: 392 pounds Fuel Tank Capacity: 3.5 gallons Production: The Norton Atlas was produced from 1962 to 1968 before being replaced by the Norton Commando. Timeless Design: The combination of a large-displacement parallel-twin engine and the famed Featherbed frame made for a formidable road bike. The basis for numerous ‘special’ builds, Norton Atlas motorcycles were often modified with Dominator 750, Metisse and Matchless components.

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Speed Read: Diamond Atelier’s BMW boxer track racer and more

Diamond Atelier impresses with an uber-slick BMW boxer built for the race track, while Japan’s Infiniti Motorcycle builds a stunning Harley-Davidson bobber. We also profile a brawny Suzuki Bandit 1200 café racer and the brand-new Yamaha R9 sportbike.

BMW boxer ‘MK Race’ by Diamond Atelier Diamond Atelier is back and in a big way. From hip scramblers to sleek street bikes and everything in between, the Munich-based workshop has a long list of incredible builds. For their latest release, they took a classic BMW R-series boxer and turned every single component up to 11; meet the Diamond Atelier ‘MK Race.’

Starting up front are bespoke fork clamps that hold a set of fully adjustable Wilbers superbike forks in place. A pair of giant Brembo GP4-RX superbike calipers squeeze the life out of the drilled rotors and are equipped with a set of quick-release braided brake lines, courtesy of BAT Motorsport. Lightweight spoked wheels are wrapped in racing slicks, which reveal the intended purpose of this machine (and yes, it comes with the tire warmers).

The custom fairing hides a Starlane Corsaro II Pro lap timer, with a Motogadget Motoscope mini embedded in the upper fork clamp. We love how the fairing integrates perfectly with the tank and makes the bike look fast standing still.

The custom paint splashed over the bodywork is both striking and stunning—but that is to be expected from Diamond Atelier.

The seat is cantilevered over the back wheel with a custom subframe, with the seat unit carrying over the livery. Lightweight, fully adjustable rear-set footpegs help the rider into a race position. And while the details about the final drive are light, it looks to be lifted from a BMW R100R.

The engine has been punched out to 1,070 cc and houses a racing crankshaft with the pistons treated to Formula One-grade coatings. A set of Diamond Atelier carbon fiber valve covers adorn the heads, which have been converted to a twin-spark setup. The alternator cover, starter cover, and gearbox cover all received the DA carbon fiber treatment, further reducing weight and increasing the cool factor.

A pair of new Mikuni race carbs throw fuel down the Beemer’s gullet, with the hot air exiting through a custom titanium exhaust. A box-style muffler ends under the gearbox—and while it’s far from a classic-style exhaust, it suits the MK Race brief perfectly.

With countless details to go over, it’s hard to choose a favorite part. All we need now is a full tank of gas and an open track. [Source]

Harley-Davidson bobber by Infiniti Motorcycle Running out of their new Iruma City workshop in the Saitama Prefecture in Japan, Masumi Tsuchino’s Infinity Workshop usually specializes in modern American V-twins. However, when a client from Hiroshima was hunting for a 50s-inspired Harley, the Infiniti team was more than happy to oblige. They landed on the idea of a vintage panhead-inspired bobber—with a few modern touches.

Finding a stock panhead frame in good condition is a tall order. So, to kick things off, Tsuchino-san ordered a brand new V-Twin Manufacturing Wishbone panhead-style replica frame.

Deciding that a springer front end would’ve been a bit much on the new frame, a custom set of traditional telescopic forks was built. It looks mean as heck paired with a set of Harley FL-style fork covers, while the rebuilt wheels ride on black rims and vintage treads.

A small headlight is nestled perfectly between the forks, with custom handlebars fitted higher up. White grips match the rubber footpegs, which probably add some comfort to the vibey V-twin. A new solo saddle with vintage-style seat springs offers a smidgen of relief from bumpy roads.

Even though the bike is built in the style of a 50s panhead, Tsuchino-san shoehorned a shovelhead engine from an FXWG into the new frame. The four-speed transmission came along too (with its kick-starter), and the whole thing is linked with an open primary. A suicide shifter with handmade linkages moves through the gears, while a custom exhaust flows flawlessly around the engine to exit on the left side.

Sitting low on the frame’s backbone, the custom fuel tank is long and narrow so as not to disturb the flowing lines. Paired with an auxiliary tank next to the primary, fuel flows from the top down and is pumped back up to the carb with a small electronic fuel pump; ingenious! A bobbed rear fender sits at the back, fitted with a small chrome tail light that pops nicely against the midnight blue paintwork.

They are the perfect final touches to one of the nicest custom shovels we’ve seen in some time. [Source]

Suzuki Bandit 1200 by RV Workshop The Suzuki Bandit 1200 makes a compelling argument for a café racer conversion. It’s powerful, reliable, easy to work on, and in plentiful supply. These are all things Damien from RV Workshop in France came to realize when he set about building this fantastic 1996 Suzuki Bandit 1200 café racer for a client.

The bike sports a purposeful stance, with a 2001 Suzuki GSX-R1000 front end matched to the OEM tri-spoke wheels. A new headlight, front fender, and bikini faring were bolted on, with a full suite of Highsider LED turn signals. A KOSO digital dashboard hides beneath the smoked screen, flanked by a set of clip-ons in place of the Bandit’s original upright bars.

The tank is stock but was painted metallic grey to match the fairing and other details on the bike. Combined with the blue paint on the frame and wheels, it’s clear where Damien wants us to look. The rear subframe is custom, as is the custom leather and Alcantara seat.

A delicate chain guard on the left is paired with a custom wheel hugger on the right to support the number plate and keep the back end clean. A custom battery tray hides neatly behind the carbs.

The engine was treated to fresh paint and a full brace of pod filters too. The carbs were then jetted and tuned to suit the new intake and to play nicely with the exhaust system. A stubby Leo Vince muffler finishes things off, linked to the headers via a custom mid-pipe.

This Bandit is fast, muscular, and good-looking. We bet Damien’s client is stoked. [Source]

2025 Yamaha R9 With Yamaha announcing that the road-going R1 will not be available in Europe in 2025, the announcement of the all-new 2025 R9 was all but a given. But is it a worthy replacement?

With EU emission standards growing ever tighter, Yamaha has taken their mega-popular 890 cc inline triple, and shoved it into a lightweight aluminum Deltabox-style frame with sports ergonomics. In fact, Yamaha states that the 9.5-kilo [21-pound] R9 frame is the lightest frame ever used on a Yamaha sportbike.

Average riders won’t exactly be able to feel the frame doing anything different, but they will notice the aggressive aerodynamic bodywork. A pair of wings frame the LED projector headlight and join with the upper section of the fairing. This MotoGP-inspired design has been developed in the Yamaha wind tunnel and reportedly reduces front wheel lift by six to seven percent in a straight line.

Combined with the front spoiler positioned under the ‘M-Duct’ in the middle of the fairing, front-end downforce increases to ten percent through corners; again, something average riders like us won’t notice. But hey, who doesn’t like wings on a sportbike?

KYB provides the 43 mm inverted forks, which are both high and low-speed compression and rebound adjustable. At the back is a shock that’s adjustable for preload, rebound, compression, and ride height. The brakes are from Brembo, with twin Stylema calipers and 320 mm discs up front.

Several electronic ride modes are baked in, with everything displayed on a 5” TFT color dashboard. Lean-sensitive rider aids include traction control, slide control (how fun), and brake control, as well as everyone’s favorite type of control—launch control.

The seat height is taller than we expected at 32.68 inches and with a full tank the whole package weighs 195 kg [a smidge under 430 lbs]. It’s not exactly lightweight, but we bet there’s more than a few extra pounds in that factory exhaust—if you’re picking up what we’re putting down.

The R9 is available in two colors and while we are drawn to the classic Yamaha Icon Blue, we bet the Tech Black looks incredible in person. We highly recommend hitting ‘play’ on the below video—and don’t forget your headphones. [More]

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