Delta: Purpose Built Moto’s custom Royal Enfield Super Meteor 650

As a bustling custom motorcycle business, Purpose Built Moto isn’t above taking on jobs that require minimal fettling. But it’s when the brief calls for something more unique that shop boss Tom Gilroy truly comes alive, relishing the opportunity to push himself, and his crew, to new heights.

“We have held fast to the idea that if we stop moving forward, we will cease to exist,” he states. And if you need any proof that this philosophy is core to what the Australian shop does, this staggeringly elegant Royal Enfield Shotgun 650 has it in spades.

The commission for the build came directly from Royal Enfield, leaving Tom with something of a conundrum. “Our build ideas come from our relationship with the client,” he explains, “their personal tastes, the riding style they like, and the energy they put out in our meetings and consult on their bike. Building for a manufacturer was a little different, as there was no one person we needed to get to know.”

“I took a look at Royal Enfield as a company, pored over their history, and took their current messaging and community into account. The question became, ‘What is Royal Enfield trying to build?’ My answer was that they have cultivated a die-hard community of riders based on their unwavering commitment to heritage throwback motorcycles.”

“Taking the lead from Royal Enfield’s history we would craft a motorcycle that was inspired by a very simple time in motorcycling—the 1940s and 1950s. Looking at models like the original Super Meteor 700, and, one of my personal favorites, the Flying Flea. Delivering a classically styled motorcycle and a more visceral raw ride feel, just like you got on the Super Meteor in 1952.”

With that concept in mind, PBM began refining their goals with little regard for the Super Meteor 650’s accouterments. The plan was to trim down the overhaul silhouette, shave weight, and create a more vintage-style riding position, all while showcasing the Royal Enfield’s gorgeous parallel twin motor. “Our hit list of modifications included custom front suspension, heavily modifying the frame and rebuilding the entire rear section, handmade bodywork, a hand shifter and clutch, and a floating bobber-style seat,” Tom adds.

PBM started by tearing the Royal Enfield Super Meteor 650 down to just its frame and chassis, with a view to fabricating everything else from scratch. Tom put an order in for a pair of clincher rims, measuring 23” at the front and 19” at the back. They’re laced to a Continental rear hub and a universal single-disc front hub, and are wrapped in classic Firestone rubber.

The rims had to be made by hand and chromed, so PBM started transforming the frame while they waited. The Super Meteor 650’s oil cooler, however discreet, clashed hard with their vision of a mid-century bike. So they fabricated new front frame rails that would carry the oil, and then used a lathe to add fins to them.

Next, the crew hacked off the rear section of the frame, leaving only the engine mounts and swingarm pivot. They fabricated a bespoke swingarm using chromoly tubing and custom-machined axle plates, converting the tail end of the bike from a twin- to a mono-shock setup. With the custom-built Nitron shock tucked neatly under the seat, sans linkages, the chassis could almost pass for a hardtail.

Look closer, and you’ll spot a stainless steel swingarm brace that sports the same design as the oil-in-frame tubes further forward. Other key changes to the frame occurred around the neck, where PBM removed the heavy cast bracing and replaced it with neat custom gussets.

One major highlight of the build is the one-off girder fork. “It’s something I’ve wanted to build for a long time, and a perfect fit for this project,” says Tom. “The principle of a girder really lets the builder get creative with the lines of the bike.”

“This sort of work is also my favorite to do—designing a functional and pivotal style piece on the bike. Making something that elevates the style, but having to make it work well too. I took inspiration from the girder design on the Flying Flea, added my own style choices and tweaked it to fit perfectly with the design elements of our build.”

PBM designed the entire front end digitally first, before 3D-printing a 1:1 scale model. From there, the various bits and pieces were machined, sand-bent, and welded to construct the final unit. The fork is linked to the yokes via stainless steel dog-bone linkages with needle roller bearings, with an adjustable air shock from a downhill mountain bike adding damping.

The yokes are one-offs too, as is the direct-mount handlebar. “The bar design was taken directly from a 1951 Royal Enfield Bullet 350 we recently restored,” says Tom. “The flat profile sits the rider upright and the reverse curve creates a beautiful outlook over the cockpit as you ride.”

With the chassis done, it was time to produce the Royal Enfield Super Meteor 650’s slim new bodywork. Tom was adamant about getting the proportions of the fuel tank just right, so he tasked relatively new staffer Cody with making a new aluminum tank by hand, taking cues from the 1950s Super Meteor. Despite its petite appearance, the new reservoir also manages to house the OEM fuel pump.

At the opposite end of the bike, PBM covered the rear wheel with a tasteful rear fender. From the subtle lip at the back of it to the slightly curved stainless steel fender stays, the whole arrangement is incredibly well-judged. The taillight—modeled after 1930s art deco guide lights—is a new PBM catalog part.

Sitting between the tank and fender is a slim bobbed saddle, upholstered in a luxurious vintage cherry red leather. Jamason from Timeless Auto Trim handled the seat, which also features laser-etched Royal Enfield logos.

We love geeking out over a well-designed cockpit, and PBM has delivered one of the best here. The bars sport leather grips to match the seat, PBM switches, and a reverse front brake lever (with a hidden master cylinder) from Kustom Tech in Italy. The bike’s speedo is tucked away just below the bars, complete with an integrated row of warning lights.

And then there’s the Super Meteor 650’s new hand-shifter system. Trimmed with the same leather and Kustom Tech lever as the handlebars, it uses a custom-made shaft that’s connected where you’d normally find the stator cover’s inspection cap. The shaft is kinked to tuck the shifter in close to the engine; a thoughtful detail that adds to the machine’s svelteness.

Another subtle, yet stunning, detail, is the pair of brass velocity stacks. “On a recent trip to Greece I walked past a very interesting workshop in Athens,” Tom says. “After a few minutes looking in the window, I was invited inside by Michael and his father, who has been metal spinning for 50-plus years.”

“We spoke about their craft and the history in this small workshop, filled to the brim with hand-spun ornate shapes. I asked if they could teach me some things and they kindly obliged, and entertained me for a few hours shadowing them in the shop the next day. They created the spun brass velocity stacks on this bike while teaching me and letting me have a go with some of their special tooling.”

While the brass intakes feed the motor air, gasses are expelled via a pair of hand-built stainless steel exhausts. They’re loosely modeled after classic fishtail cans, with internal mufflers that complement the growl of the Enfield’s 270-degree firing order.

Regular PBM collaborator, Justin at Popbang Classics, was roped in to paint the Royal Enfield. But subtlety was key, given the amount of fabrication and design work that had gone into the build. So Justin kept it simple; gloss black, with gold leaf and cherry red striping, and a handful of filigree details.

Final details include a Royal Enfield heritage logo atop the tank, and PBM’s signature ‘Delta’ motif, after which the bike is named.

Purpose Built Moto’s custom Royal Enfield Super Meteor 650 is not only one of the best custom motorcycles we’ve seen the shop produce, but it also sets the bar high for anyone else brave enough to try. And it’s spurred the shop on to push their boundaries even further in the future, which can only be a good thing.

As stunning as it is though, Tom believes that a Purpose Built Moto machine isn’t complete until it has been ridden. So how does Delta perform?

“With the work we’ve done, the Super Meteor is drastically different from the bike we started with to ride. Lengthening the wheelbase, building the front and rear suspension, and using the 23” wheel creates a stable ride at speed.”

“The comfort and ease of the factory Super Meteor is replaced with a complex and novel ride as you shift through the gears with your left hand. The ergonomics and cornering are indicative of a true vintage machine. And through the solid mount bars and girder fork you feel the road beneath you, while receiving constant feedback from the rumbling engine, the floating seat, and tall wall rear tire.”

Purpose Built Moto | Facebook | Instagram

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Dune: A Suzuki DR350 scrambler destined for the desert

The value of an object isn’t always measured in monetary terms, as Arnaud Cailly learned when his workshop was broken into—and his beloved Kawasaki KLX300 stolen. “That Kawa wasn’t worth much, but it meant a lot to me,” he recalls. “I kept it in good shape for the occasional ride with my dad.”

Arnaud runs Le Cent Vingt Cinq out of Thoiry, a town just west of Versailles, France. He started the workshop during the COVID-19 pandemic, when France’s lockdown prevented him from working as a physiotherapist (his main source of income).

Le Cent Vingt Cinq has grown to a three-man team over the last few years. And although they’ll customize just about anything, they have a particular proclivity for pre-2000s Japanese motorcycles.

Although the workshop’s tools were also stolen during the robbery, the loss of the KLX400 left a small adventure bike-sized hole in Arnaud’s heart. “A few months later, I stumbled upon a super clean 1993 Suzuki DR350 online and snapped it up right away,” he tells us.

“Around the same time, Fuel Motorcycles announced Scram, a 10-day off-road adventure in Morocco. No stock bikes allowed—every motorcycle has to be custom-built. I pitched the idea to my dad and brother and, before we knew it, we were all in.”

In no time, the Suzuki DR350 had gone from being a replacement for Arnaud’s lost KLX400 to a full-blown custom scrambler project. First, he turned to 2R14 Design to help him turn his vision into a digital render. Then he began sourcing the parts needed to bring it to life.

First to go was the DR350’s OEM fuel tank. The Le Cent Vingt Cinq modified a 1974 Husqvarna CR250 tank to replace it, topping it off with a knurled filler cap. The intricate paint job was handled by Rob Art-Custom, with inspiration taken from the North African Berber culture.

Next, the crew fabricated new fenders for the front and rear, plus a new subframe to accommodate the Suzuki’s new bench seat. They made the crash bars too—but retained the original side covers, which were painted to match the tank.

The DR350’s big hoops were swapped out for a set of 18” Excel rims, finished in a champagne gold hue. They’re wrapped in chunky 120-section Maxxis tires. Arnaud admits that the smaller hoops might not be ideal for off-roading, but he’s happy with the compromise—and besides, there are plenty of off-road-focused mods elsewhere.

The crash bars bear a pair of LED spotlights, while a burly sump guard protects the belly of the beautifully refinished engine. Le Cent Vingt Cinq also specced it with gigantic foot pegs and a rear brake caliper protector.

Up top you’ll find a set of customized enduro bars with a welded-in cross brace, wearing new grips, pared-down switches, and Beringer controls. The twin headlights were lifted from a Honda Zoomer (the Japanese version of the Ruckus), before being retrofitted with a guard and a luggage rack. “It gives me that Baja racing vibe,” says Arnaud, “but it also has space for a blanket, made by my friend Camille at The Wild Whispers.”

Other mods include a Motogadget speedo and neatly integrated Highsider LEDs for the turn signals and taillight. The exhaust uses a custom-made header with a Triumph-specific Ironhead muffler, and the suspension has been overhauled with new springs and oil. Then there’s the leopard-print suede seat cover, and the subtle gold details that echo the rims.

Nicknamed ‘Dune,’ Arnaud’s Suzuki DR350 scrambler ticks two major boxes; it’s fun and it’s capable. “Dune isn’t just a show bike—it’s built to ride,” he adds. “Now, I just can’t wait to take it to Morocco.”

Le Cent Vingt Cinq | Facebook | Instagram | Images by Julien T. Diaz

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Westbound Part 5: 10,000 Miles Across the U.S. on Ural Motorcycles

Colorado: Rocky Mountain Empire Longtime Colorado resident and author Hunter S. Thompson once remarked “Freedom is something that dies unless it’s used.” It seemed to us that most Coloradans live that sentiment.

The first state in the nation to legalize marijuana and a population that seems to possess an autonomous view of life, it was logical that if we were going to experience a sense of raw freedom, it would be here.

Sweet relief from the oppressive swelter of the Utah desert swept over us as we headed east and began to climb the Colorado Plateau. The temperature cooled. Green plant life punctuated the landscape. For cold-blooded northerners, it was indeed a touch of freedom.

Up ahead lay the high peaks of Telluride, Monarch Pass and Rocky Mountain National Park. It was all too easy to imagine the iconic cowboys of days gone by driving their steeds through these primal peaks. What did they think of these mountains? How did they shape who they were? How would they shape us?

Encompassing nearly 270,000 acres, Rocky Mountain National Park contains some of the United States’ most majestic mountain passes, lakes, climate and wildlife. It’s easy to access backcountry trail system makes it a popular destination. Located northeast of Boulder, CO, it is split by the Continental Divide giving unique character to both the north and south sides of the park.

Telluride Ever since I had first seen photos of the ski town set in the spectacular canyon and heard of the famed bluegrass festival, Telluride was at the top of my bucket list.

Arriving, we settled in and soaked up the downtown vibe by grabbing a few beers and mixing with the locals a bit before locating a campsite for the night.

It dawned on us that this was The Rocky Mountain High state. On the way out of town, we decided to hit the local dispensary, picking out some brownies for dessert by the campfire. The clerk warned us, ”These are very strong. Whatever you do, do not eat them until you get to where you’re going for the night.”

The moment we stepped outside, of course, Brett had to try one.

A half hour later, Greg and I rode a thin trail of switchbacks up the side of the canyon en route to a suggested camp. We reached the campground and realized Brett was no longer behind us.
Moments later, he called Greg, swept up in a bit of paranoia. “Guys, I can’t do this.”

“Haha, you’re okay buddy,” Greg laughed. “You can do it, you’re fine. Just keep going.”

“No, you don’t understand. This thing is going to slide off this cliff and I’m going to roll all the way back into Telluride!”

Five more panicked phone calls and five more reassurances later, Brett appeared around the corner shaken but relaxed – if that makes any sense. We helped him into his tent and closed the book on our first night in Colorado. –Mike

Telluride (pop. 2,200) sits at an elevation of 8,750 feet in a box canyon in southwest Colorado. Steep forested mountains and cliffs surround it, with Bridal Veil Falls at the head of the canyon. Numerous weathered ruins of old mining operations dot the hillsides.

Ronin After landing in Boulder, I made it a point to head down to Denver to visit the mechanical samurais at Ronin Motorworks, a motorcycle concept brand hatched by the weapons manufacturer Magpul. The Ronin is a short-run production concept motorcycle built around the heart of a Buell 1125 R and I’d been in love with its uncompromising design ever since I saw the first one-off prototype some years back.

The Ronin headquarters is an incredible space that’s obscured by its humdrum industrial facade. It’s a meticulously maintained motorcycle lab. The attention to detail and focus on production level manufacturing processes is a stark contrast to the fly by night garage operation many of us have come to know.

Having just competed in the Pikes Peak race and capturing second place overall, just behind factory Honda, Ronin is proving that it’s a small but formidable opponent capable of punching well above it’s weight and bringing honor to the defunct Buell marque (which has been resurrected once again at time of this writing). –Greg

Earthroamer The Earthroamer gives new meaning to “tiny house movement.”

In 2015 we caught wind of the Earthroamer operation and were instantly fascinated. We then shared a short Facebook post and gallery, as we often do with things that intrigue us, and the post went viral. Anyone with a fondness for getting “off the grid” can appreciate the work that has gone into developing these ‘overland barges.’ But don’t let the built-in wine rack and the external flat screen TV fool you, this Ford F-550 4X4 turbo diesel “glamper” is by no means soft.

When we were planning Westbound we reached out to Earthroamer on a whim and asked them if they’d let us take one for a “test drive.” To our amazement, they responded and said they’d gladly toss us the keys for a night in the Rocky Mountain forest. Our long shot request was granted.

After a full tour of the operation and a crash course on how to operate the various functions, switches, lights, solar panels, toilet, beds, Air ride suspension, and HAM radio, I was ready. Well, maybe not entirely “ready.” Retention of the lesson might not have been as good as I let on, but I was eager to get behind the wheel. I pride myself on a hands-on style of “in the field” learning. Meaning, I have trouble paying attention.

It was good to be behind the wheel of a cage, or rather, a palace, after a month of wrestling the Urals through the west. Our weary asses thanked us as we collected Wes and balanced the enormous Xpedition Vehicle on the blade thin “Trail Ridge Road” through Rocky Mountain National Park. By this point we were exhausted and getting behind the wheel was a welcome diversion.

Eventually we found some fire roads and 4×4 trails that required the Earthroamer put in a little effort and it devoured everything us novice off-roaders dared throw at our borrowed beauty. Once we found our perch, we set up camp and proceeded to revel in the lap of luxury, drink malbec, and eat New York strip for what was to be the final celebration before we turned back east. A high note to end our exploration of the great American west on.

After a silent ride back to Earthroamer HQ, the reality that our journey was over set in. We were tired, hungover, grumpy, and sore. And though we were through with Westbound, Westbound wasn’t through with us as we still had to make the 2,000 mile trek home. We said our goodbyes and geared up for what we hoped would be an uneventful ride home. –Greg

Wes Case Wes Case is the brains behind Threepence, a builder, craftsman, and now a shop owner in the Denver area. We really wanted to surprise Wes by picking him up in the Earthroamer unannounced but, as the road often does, timing foiled our plans. More importantly though, we still got to dine like kings and put our mobile castle through some “road tests” in the backcountry of Rocky Mountain National Park. Being down for shenanigans on short notice is an important trait of a good friend. Cheers to the high life, Colorado!

Follow Wes on Instagram @threepence

Homeward: The End is Near The Rocky Mountains faded away in our rear-view mirrors as we headed east into Kansas. During the trip, much of the Midwest was bombarded with deadly tornadoes. Greg, our resident survivalist, did some brushing up on what to do in case of a run-in with a twister. His research came in handy… very handy.

Late in the afternoon, a small cluster of dark clouds just to our north, caught our attention. No big deal. At worst, we might skim the edge and get a little wet. Our obsession for the perfect snap had us hopping off our bikes.

Suddenly the cloud swelled in size. It raged forward and began to swallow us. “We’ve got to get outta here! Wizard of Oz shit’s coming!”

Greg’s memory kicked into overdrive. “South! We’ve got to head south!” Are you sure? It looked clear to the east. “Yes, South! Let’s go!”

We tore a right hand turn and aimed south as fast as the Urals would take us. For ten minutes we tried to outrun the tempest, then a sign in the middle of the road. ‘Road Closed’. Now what?

We noticed a nearby house and in the driveway stood a family watching the storm. Brett hurriedly approached them. “What do we do?”

“You get in here!” One of them shouted. “They’re talking a tornado with tennis ball sized hail!”

Our saviors opened up the garage and we shoved the bikes in. We were shown into the kitchen where we were introduced to the whole Boeckmen family. As the storm passed we enjoyed pepperoni pizza and friendly conversation. Salvation from the nicest family in Kansas.

Closing — Gregory George Moore When we pulled into our driveways in one piece, 37 days after our adventure began, it was mission accomplished. We’d proven ourselves right, wrong, stupid, and resilient. We’d proven that we’re a foolhardy, naive, and resourceful bunch. We’d proven to ourselves that we were more prepared than we thought and less prepared than we should’ve been.

We had stretched our personal borders and challenged ourselves. We challenged one another. We encouraged each other. We laughed. We fought. We apologized, and we were better for it. We worked through difficult situations and grew together.

We met incredible people, odd people, and colorful people. We saw some of the most beautiful parts of our country, and some of the ugliest.

Then there were our steeds. They dragged our asses 10,000 miles, carried our food, shelter, and clothes. They were our homes. They acted as our desks, kitchens, closets, and our personal escapes when the only solution to our bleary-eyed spats was space.

The Triumph Scrambler is a modern machine that demanded little more than its tires and oil changed. A soldier that only needed a drink, a rider, and some marching orders.

The Urals, on the other hand, are a fickle breed and constantly reminded us of that fact. But as many times as the Urals beached us in some agoraphobic’s nightmare, they saved us by getting us where we needed to go, either with a bit of coaxing or with one in tow. In that respect, the Gear-Up was a champion, having towed the cT on numerous occasions totaling nearly 150 miles and never leaving us completely stranded. To be fair, 6,000 of those miles saw the throttle pinned. The overworked 750cc engine moved an estimated 1,000lbs (including rider) through the flats of the midwest to the heights of the Rockies. That kind of punishment would challenge any machine and though the engine has some modern periphery, it requires much of the know-how and attention of a vintage bike – an attention we would often forego in our wild pursuits.

The Ural is by far one of the most endearing motorcycles we’ve ridden and, in hindsight, the problems we had on the road are by far overshadowed by the experiences they provided. The amazing support of the Ural team and the tractor-like reliability of the bikes, as they coughed and sputtered to life, day after abusive day, are testaments to their hearty ancestry. Anyone who’s traveled knows unexpected things happen on the road. It’s how we rise to the challenge that allows us to push beyond our limitations. As Yvon Chouinard would say, “It’s not an adventure until something goes wrong.”

Would we do it all over again on Urals? Absolutely.

We spent more than six months planning this trip. It’s hard to count or even remember all of the people who lent a hand. Many friends, family, and even complete strangers contributed in different ways. For all of you, we’re thankful.

From the beginning, we took Mark Twain’s wise words to heart: “Broad, wholesome, charitable views of men and things cannot be acquired by vegetating in one little corner of the earth all one’s lifetime.” In the end, we are better for it.

This article first appeared in issue 22 of Iron & Air Magazine, and is reproduced here under license | With selections by Brett Houle, Gregory George Moore, Michael Hilton & Jason Paul Michaels
Selected photography may include works by Brett Houle, Gregory George Moore, Michael Hilton, Daniela Maria, Jenny Linquist, Becca Skinner, Kevin Bennett, David Mucci

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Speed Read: A Royal Enfield Himalayan 450 rally bike and more

If you’ve ever thought the Royal Enfield Himalayan 450 would make the perfect rally bike, this week’s opening act is for you. Our Sunday salvo also includes a Triumph Thruxton from Tamarit, an off-road racing-inspired Harley-Davidson Pan America, and a stylish RGNT electric café racer.

Royal Enfield Himalayan 450 by OrMotors The new Royal Enfield Himalayan 450 doesn’t just offer better looks than the previous generation, it also performs better in every way. Sure, Enfield’s new liquid-cooled Sherpa 450 single-cylinder is only a 40-horse stable, but it’s a huge update over the previous 411 cc air-cooled engine.

Orion Porta from France’s OrMotors is also a fan of the new Himalayan—so he set out to transform his into the ultimate Royal Enfield rally bike.

A 23-liter [six-gallon] rally tank from Acerbis sets the tone of the build, giving the bike a whopping range of over 690 km [430 miles]. The factory’s 21” front and 17” rear wheels are wrapped in Continental off-road tires, and the factory Showa forks have been upgraded with Andreani cartridges.

Not only do the forks perform better with the Andreani internals, but they also sit about 1.2 inches taller. The rear shock was simply changed out for an aftermarket unit from EMC.

The CNC-machined rally tower is from Italian firm 4K Parti Speciali, and retains the stock dashboard while increasing functionality. Dual LED headlights and a slick rally screen are included in the 4K kit, completely transforming the front silhouette of the bike.

The bash plate and hand guards are also from Acerbis, and the rear has been tidied up with parts from the Royal Enfield rally fender kit.

As for the engine, it’s been opened up a little with a DNA air filter and a full HP Corse exhaust system. Fueling has been optimized with a PowerTRONIC FuelX Pro, which, along with the intake and exhaust mods, adds a few more horses to the equation. Orion has shaved 21 kg [46 lbs] off the bike, cutting the already-svelte Royal Enfield Himalayan 450 down to a mere 175 kg [386 lbs].

With the bike complete, Mr Porta will be taking it to Portugal where he will enter it into the Dust Trail event in April 2025. An already-lightweight adventure bike that’s gone on a diet, has better suspension and more range—that’s our kind of rally build. [Source]

Triumph Thruxton by Tamarit Motorcycles Spain’s most prolific builder of Triumph customs, Tamarit Motorcycles, has been busier than usual. Not only are they still churning out a steady stream of incredible bikes from their base in Elche, Alicante, but they’ve recently branched out into the USA too.

To make Tamarit bikes more accessible to their American customers, the small team of Spanish expats has built five Triumph Thruxton RS café racers, as part of a limited series dubbed ‘Byakko.’

Starting with a factory-fresh Thruxton RS (an already potent piece of gear), Tamarit has added its signature style to every corner of the bike. Most notable is the new front fairing with its unique twin headlight setup. A strip LED is recessed into the center of the fairing, sitting above a round LED headlight that’s integrated into the lower half.

The Byakko design takes advantage of the Thruxton’s OEM Öhlins suspension and Brembo brakes, but swaps its wheels for a pair of swish tubeless spoked Kineo numbers. But the most striking part of the bike is the lower bodywork. Part belly pan and part engine protection, the custom assembly wraps around the lower half of the engine and is almost shrink-wrapped against the engine cases.

The 1,200 cc engine has more than enough power, so Tamarit left it alone. The airbox was deleted with a set of forward-facing intakes installed, while the exhausts were treated to mufflers from the Tamarit catalog.

A luxurious seat, abbreviated front fender, and tail tidy help tidy up the Thruxton further, along with side covers that can be specced with the customer’s choice of number.

Limited to just five units, a shiny new Byakko will set you back a not insignificant $36,500—more than twice the price of a stock Triumph Thruxton RS. One of the five is already spoken for though, so you’d better be quick. [Source]

Harley-Davidson Pan America 1250 Special by Real Deal Revolution Harley-Davidson recently teamed up with award-winning designer, painter, and builder Theresa Contreras to showcase the customization possibilities of the Pan America 1250. Teresa is the co-founder of the four-wheel drive specialist company Baja Forged, as well as Real Deal Revolution—a collective of talented women in the automotive and powersports industries that she founded with the late Jessi Combs.

Naturally, Theresa tapped into this network to pull the Pan America together. Guin Simpson of Black Stitch Label upholstered the leather seat and custom tank bib, with Sarah Winslow from No Life Til Leather making the leather saddlebags from scratch. Amy Mulligan made short work of the wiring and fork guards, and the suspension and brakes were fettled by Angela Dello Russo.

Theresa handled the bike’s stunning olive and gold livery, and designed and fabricated its new fairing. A pair of Baja Designs LP4 LED spotlights dominate the design; a clear nod to the off-road 4WD scene.

A short fender was mounted up high, while a set of Dunlop Trailmax Raid tires were spooned onto the custom-painted H-D wheels. The brakes were upgraded with TC Bros floating rotors, and TC Bros MX Mini floorboards were bolted on for maximum grip.

The cam, clutch, timing, and alternator covers were all painted gold to match the pinstriping and tank logos. A Fuel Moto carbon fiber slip-on muffler sits on the end of the OEM headers.

Additional work was also done by scholarship recipients from The Jessi Combs Foundation; Hannah Stout-Ortega, Ashley Lary, Emily Petry, Jo Bejar, Dana Wilke, and Tamara Robertson.

The team had only a few short months to complete the project, which was unveiled at the Mama Tried Show in February 2025. From the upper fairing to the paint and myriad details, Teresa’s unique take on adventure 4WD styling well and truly shines through. [Real Deal Revolution | Images by Legacy Leineweber]

Vanguard x RGNT Classic SE by Crooked Motorcycles The Dutch clothing brand Vanguard is no stranger to the custom bike world, having previously released some great custom bikes to promote their clothing lines. Their latest collaboration with RGNT and Crooked Motorcycles continues this fine trend.

Teaming up with Crooked Motorcycles in Germany, Vanguard selected a RGNT Classic SE electric motorcycle for their latest project. The Crooked gang builds fantastic café racers, so shop boss Dominikus was stoked when Vanguard asked for a 70s-inspired cafe racer.

The stock RGNT Classic SE is just that—classic. It’s one of the most vintage-looking electric motorcycles on the market today and RGNT nailed the proportions in the design studio.

Crooked added its own flare with a custom fairing, snaking up and around the LED headlight, and low clip-on bars. Motogadget supplied a pair of mo.blaze bar-end turn signals up front and a pair of mo.blaze tens3 multifunction LEDs for the rear.

The forks were blacked out and the front fender was shortened. A small belly pan was wrapped around the front of the battery pack, matching the fairing perfectly. A new seat was placed on a custom-made subframe, suspended with Paioli shocks.

The bodywork wears a classy shade of deep navy blue that contrasts beautifully against the chrome wheels and silver details. Vanguard, RGNT, and Crooked logos are scattered throughout. [Vanguard Clothing | RGNT Motorcycles | Crooked Motorcycles]

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