Monkey Business: Kingston revamps the iconic mini bike

The Glemseck 101 festival being held this weekend is a high-octane celebration of speed and power. At this very moment, thousands of petrolheads are descending on the picturesque market town of Leonberg, near Stuttgart in Germany—seeking out the loudest and fastest customs and racers from all over Europe.

But this year, one of the most interesting bikes will also be one of the smallest: a tiny Honda Monkey built by Kingston Custom for Honda Germany.

Builder Dirk Oehlerking is best known for his magnificent BMWs, so the little Monkey is a departure for him.

“At the beginning of July I got a call from Erik Mertens of Honda Germany,” Dirk recalls. “He got straight to the point and asked if I was interested in a Honda custom project.”

There was only one catch, but it was a big one: the bike would need to be presented eight weeks later—today, in fact—at the Glemseck 101.

“I asked which model we were talking about,” said Dirk. “It was the new 125cc Honda Monkey. I did not have to think about it for long, and immediately agreed!”

The new Monkey is big news. Emboldened by the success of the MSX125 Grom, Honda has thoroughly revamped the mini bike icon and brought it up to date with niceties such as USD forks and ABS, without losing the signature big seat and 70s-style two-tone tank.

A few days later, Dirk picked up a Monkey and whipped out the spanners right away. He quickly set the design direction, a Monkey tracker, and completely disassembled the bike.

To clean up the look, he reduced the electrical system to its essentials and discarded the ABS and alarm system.

Dirk has been building bikes for longer than most of us have been alive, so he has a treasure trove on the shelves of his Gelsenkirchen workshop. The new bars were the first to come off the shelf: “They’re a bit flatter, and suit the new lines of the bike,” says Dirk.

The footpegs were also liberated from their lofty perch and installed on the Monkey. “They fitted easily. I think they were from a 1976 CR125 Elsinore.”

To upgrade the suspension, Dirk has ditched the slender stock shocks and installed custom-made YSS units, plus tougher fork internals. The tire choice he found easy: 12-inch all-weather K66 rubber from Heidenau, designed for scooters.

For 2018, the Monkey gets the punchy engine from the MSX125—which is enough for random wheelies. So Dirk has left the internals alone, and just popped a K&N into the air filter box.

At the exhaust end, he’s swapped out the Monkey’s good-looking but hefty factory system and bulky exhaust shield for a simpler unit. It’s made by the Monkey parts specialist Kepspeed, but adapted by Dirk to fit the 2018 model.

He’s kept the factory chrome fenders: “They fit perfectly with my design. But I mounted the front fender higher, directly under the fork bridge.”

The massive stock seat is gone though, replaced by a conventional pad with hints of tracker style that sits under the tank line, rather than at the same height. It’s covered with the racer’s favorite cloth, Alcantara.

Underneath are custom side panels, matching the number board that replaces the bulky headlight up front.

It’s all finished off with a classic red, blue and white color scheme, a nod to the tricolor designs that started appearing on Honda race bikes towards the end of the 70s.

Kingston’s Monkey loses some of the puppy fat charm of the standard Monkey—but replaces it with an edgier, 70s pit bike vibe that we love.

If this is the first salvo in an impending onslaught of Monkey 125 customs, we’re all for it.

Kingston Custom | Facebook | Images by Ben Ott

from Bike EXIF https://ift.tt/2NE4Kca

Kick Out the Jams: The KTM that inspired a music track

Custom motorcycles are a form of visual and mechanical art. But this remixed KTM 250 Duke tells a musical story too.

It’s the work of Thrive Motorcycle, one of the shining stars of the booming Indonesian custom scene. And it inspired its owner, electronic music producer Kimo Rizky, to create a unique track.

Kimo originally just wanted a “toy to play with at the weekend,” Thrive’s Putra Agung tells us. “But then he found the sounds in the workshop interesting.”

“An idea popped into his head: ‘How about I record every sound during the build of my bike, and turn it into music?’”

So Thrive decided to collaborate on a vision of a custom build and music together, giving the project the name ‘The Sight.’

Next it was time to settle on a direction for the Duke. It needed the versatility of a street-legal scrambler, but Thrive also picked up hints of 80s endurance racers in the KTM’s trellis frame.

“Luckily, Kimo was a pretty fun person to work with,” says Putra, “as long as we didn’t go way too deep inside his pocket! So he cut us loose with the design direction.”

The 250 Duke comes well specc’d out the box, and this one was literally factory fresh—delivered straight to Thrive’s workshop. So the team opted not to mess with the rolling chassis too much.

The stock bodywork didn’t fare as well though. Thrive traded plastic for metal, hand-shaping a new aluminum fuel tank, tail section, side panels and front fender. The stock airbox had to go too, and Thrive fitted a K&N filter underneath the tank instead.

Then they unbolted the Duke’s stock subframe, and fabricated a new one for a narrower-than-stock rear end. The tail’s retro sportbike shapes, and twin taillights, add a fresh spin to the scrambler genre. (Thrive treated this particular item as a prototype for their T/H/R/V parts division, with a view to producing it as a bolt-on upgrade.)

The idea, says Putra, is “to manufacture our test bed products for the entry level market, so they can absorb our kind of spirit by their own hands.”

Other T/H/R/V parts on the Duke include a set of grippy ‘Odipus’ foot pegs, and a beefy exhaust muffler, complete with a custom-built connector pipe.

With classy WP Suspension at both ends, as with most KTMs, there was little need to shop for upgrades. But then Öhlins Indonesia offered up a rear shock with full adjustability, and a remote reservoir that could be tucked away wherever the guys wanted it. Bingo.

Lower down, they refinished the stock rims in all black, ditching the OEM orange highlights. Then they wrapped them in a set of go-anywhere 17” Pirelli MT60 tires.

Moving to the cockpit, Thrive kept the Duke’s stock handlebars in play, but removed the original controls and switches. They upgraded the clutch to a hydraulic system, installing Brembo RCS master cylinders for both the clutch and brake, with ‘naked’ reservoirs.

Rounding out the package are mini switches, a Domino throttle, new grips, and Thrive’s own bar-end turn signals.

Lighting up front is provided by a pair of punchy PIAA spots, mounted up on a custom bracket. This Duke is still fully street legal, but the rear turn signals are hard to spot. (They’re mounted in recesses underneath the tail.)

There’s some clever cost-cutting going on too, and a few practical considerations. Stock bits like the radiator covers and sump guard still match the Duke’s refreshed aesthetic, negating the need to swap them out. And Thrive have even left the rear fender be.

There’s not a hint of orange left though; just a slick black paint job, accented with white pin stripes. ‘The Sight’ might be a mash-up of more than one style, but we love the final effect. What’s more, it’s even lighter and more compact than the already svelte donor bike.

As for Kimo’s custom motorcycle-inspired track? Apparently it’s just as weird, wonderful and playful as ‘The Sight.’ We’re told there’s a music video on the way—so stay tuned.

Thrive Motorcycle | Facebook | Instagram

from Bike EXIF https://ift.tt/2wv7LFf

A Layer of Protection: Is Spray Bed Liner the Right Choice for Your Vehicle?

Getting a new truck is a time of excitement. As much fun as you’re going to be having with it, ensuring it’s going to stay in good condition for as long as possible is of crucial importance, especially if you plan to sell it at a later point. But even after determining that you need a bedliner, the questions just begin to appear. Should you go drop-in or spray-on? To shed some light on the confusion, we’re going to be looking at them both and make some quick comparisons.

Drop-in bedliners are cheaper, but it’s for a reason

The reason is that they contain plastic, which can be damaging to your vehicle. Also, these types of bedliners don’t really excel in in the waterproof department. In comparison, spray-on bedliners like the ones produced by Durabak are as waterproof as they can be, and they’re also fairly resistant against impact and UV rays.

Drop-in bedliners need to be custom fitted, while the spray-on ones do not

If comfort and remaining as hassle-free as possible is an important factor to you, spray-on bedliners are definitely the recommended choice. Drop-in bedliners may be cheaper, but if you’re dealing with a heavy workload day in and day out, you’re probably going to need to have it replaced sooner rather than later.

Spray-on bedliners are scratch-resistant

If you’re loading and unloading lots of things frequently, having to constantly worry about not scratching your truck can quickly get old. The same thing can be said if you often find yourself in a situation where you have to leave the truck outside in the rain; without a spray-on bedliner, rust can start forming, which is not something you’d want.

With that being said, are there any advantages to drop-in bedliners besides the price?

Yes. If you find yourself having to slide things in and out of the truck often, drop-in bedliners make sliding easier and more efficient, thus saving you plenty of time and effort. Also, this type of bedliner is easy to install (and replace if you ever decide that you need a replacement). Replacement drop-in bedliners are cheap as well.

What other advantages do the spray-on bedliners have?

Longevity is one of the primary ones for sure. It does cost a bit more than drop-in bedliners, but given that you won’t have to replace it as often, it’s well worth the investment. Also, they are quick to dry, so you will be able to use your truck within a mere day after you apply them. Moreover, most people agree it’s more aesthetically pleasing in comparison.

Conclusion

To conclude, only you can answer which option suits you better, but if you’re looking for a durable solution that won’t give in at the slightest hint of trouble, spray-on bedliner is the way to go. Drop-in bedliners are cheaper, but just like most things in life, it’s for a very good reason, so you’re not really facing too tough of a decision. Drop-in bedliners are out and spray-on bedliners are in!

The post A Layer of Protection: Is Spray Bed Liner the Right Choice for Your Vehicle? appeared first on Automotorblog: Daily news on cars and motorcycles.

from Automotorblog: Daily news on cars and motorcycles https://ift.tt/2NsF95P

2019 Audi A6: The Digital Age Has Arrived

• The 2019 Audi A6 marks the eighth generation of the automaker’s midsize sedan.
• New twin-turbo V6 features a higher compression ratio for greater torque.
• Audi’s Mild Hybrid Electric Vehicle technology is an integral part of the A6. 
• However, Audi is pushing what they call “Digitalization” more so than anything else. 

Digital What?

Audi just rolled out their latest A6 and it seems to be a worthy successor to the previous seven generations of the Ingolstadt company’s midsize sedan. It’s got all the engine and drivetrain goodies you expect, but the latest A6 is all about Digitalization. Yup, you heard me: Digitalization.

We’ll get to what on Earth the marketing guys are up to with this whole “Digitalization” thing, but for now, let’s examine all the good gearhead stuff: the engine and chassis.

Power & Performance

The latest A6 features a new 3.0-liter TFSI V6 that cranks out more power and weighs 30 lbs. less. Said plant puts out 335 horsepower and 369 lb-ft. of torque. Bottom line: zero to 60 mph in 5.1 seconds. Not bad for a big-ish sedan. There’s a twin-scroll turbocharger nestled inside the V of the engine to improve responsiveness and performance. The Audi valvelift system changes the duration of the valve opening depending on the throttle and engine speed. The high compression ratio of 11.2:1 means greater torque, of course, and also means you’ll most likely have to run premium gas.

The seven-speed S tronic dual-clutch automatic now transfers power to a quattro with “ultra” technology. No, seriously, they said that. “Ultra” technology, it would seem, is optimized for performance and efficiency and allows for intelligent, proactive control of the all-wheel drive system to help “predictively modify the torque application as the driver demands or the road conditions require.” Sure. Whatever.

The 2019 Audi A6 will come standard with Mild Hybrid Electric Vehicle technology. This 48-volt system, stored under the rear cargo floor, takes power from the 10Ah battery to a belt alternator starter to enhance the start/stop system. Strangely a conventional starter is used for cold starting.

The A6’s powertrain is remarkably similar to the new A7.

The 2019 Audi A6 uses lightweight aluminum and high-strength steel for better torsional rigidity. Heavier materials, crucial to vehicle rigidity, are closer to the center for better handling and chassis response, according to Audi. Photo: Audi of America, Inc.

Digital Magic

Now, about that “Digitalization” thing. Digitalization (which doesn’t come up as a spelling error, interestingly enough) is Audi’s catchphrase for tying a whole bunch of tech together through their MMI interface. The MMI touch response replaces the old rotary dial and conventional buttons and controls with large, high-resolution touch displays: an upper 10.1-inch display controls the infotainment and a lower, 8.6-inch display for climate control, comfort, and convenience functions.

MMI search functions are based on free text input and natural voice control. So you can literally say things like “I’m cold,” and the A6 will respond with, “What temperature would you like to set the cabin to?” or, “My Orange Mocha Frappuccino is cold, I want a new one!!” and the A6 will respond with, “Settle down princess. There’s a Starbucks two blocks ahead.”

It gets even more goofy from there, unfortunately. The lower display has “natural handwriting input with whole-word recognition.” Audi says that users can write a word left to right, or in one spot, and the MMI is designed to identify each letter. They make no mention on the efficacy of doing this while in motion.

If that’s not enough, there’s a full QWERTY keyboard for input. The upper display works more or less like an iPad, with drag-and-drop features and up to 32 shortcuts for different functions.

2019 Audi A6 interior layout. Photo: Audi of America, Inc.

Virtual Cockpits & Big Stereos

And all this is just the start of the tech goodies along for the ride. Other features include the Audi virtual cockpit’s 12.3-inch display with HD resolution and two viewing modes: classic and infotainment (ugh). There’s an available Audi phone box to connect smartphones with the vehicle’s antenna to charge them inductively. Prestige trim levels get a standard, full-color heads-up display.

Apple CarPlay and Android Auto integration is standard.

Standard on Premium Plus and Prestige is a Bang & Olufsen Premium 3D Sound System. On Prestige models you get a Bang & Olufsen 3D Advanced Sound System, which delivers the tunes through 19 speakers, powered by a 19-channel BeoCore amplifier and ICE power amplifiers with an output of 1,820 watts.

Pricing

Not all that bad, considering. The 2019 Audi A6 starts at around $59,000 for the Premium package and goes all the way up to a little over $67,000 for the full-zoot Prestige package.

Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz

Photos & Source: Audi of America, Inc.

from Automoblog.net https://ift.tt/2MDi9EQ

Grey Matter: An ingenious Sportster hardtail from 2LOUD

We always love featuring the latest builds from the big names in the custom world, but there are a few lesser-known workshops that we keep a very close eye on too.

One of those shops is 2LOUD of Taiwan, run by Max Ma. He’s an esoteric kind of guy who can turn his hand to any style, but his bikes all have one thing in common: the build quality and levels of finish are right up there with the very best in the US and Japanese scenes.

Max first caught our eyes with a tiny, jewel-like Suzuki TU250, and his last build was an R nineT that looked like no other oilhead. This time, he’s tackled one of the most familiar platforms in the bobber scene: the Harley-Davidson Sportster XL1200.

Max built this sublime hardtail for the wife of one of his best customers, the Taiwanese musician Zhang Zhenyue. It’s configured to suit her physique, with a low-riding seat and decent pullback on the bars.

This time, there’s nothing radical about the styling. The peanut tank, short sissy bar and backswept bars are staples of the bobber scene. But few custom Sportsters can boast such perfect stance and style.

Ms. Zhenyue may be compact in stature, but this Sportster is not short on power. Max has swapped out the EFI for a chunky Mikuni HSR carb that delivers smooth fueling and an extra 15 (or so) horses to the back wheel.

Custom timing and clutch covers clean up the side of the engine, and the low-key air filter is also a one-off. Exhaust gases now exit via a pair of almost symmetrical straight-shot shorty pipes: Max says that they sound quieter than they look, thanks to hidden baffles.

Adding a hardtail to a custom bike in the US or Europe is a well-trodden path. But in Taiwan, things get tricky—the inspection regulations are amongst the strictest in the world.

Max made the hardtail assembly himself, configuring it so that he can remove the upper struts and install shock absorbers before going to the testing station. Despite this complication, the setup is as clean as they come.

At the front, Max has lowered the forks a little and polished the stanchions until they gleam. The wheels gleam too: they’re actually the standard rims, but given a fresh coat of glossy metallic paint and fitted with new stainless spokes.

The rubber is Duro Adlert, with a modern bias ply construction hidden under a vintage-style sawtooth pattern.

This is one of those bikes where there’s a place for everything, and everything is in the right place. Max has created all the bodywork himself, from the tiny tank to the bobbed rear fender and the side panels.

The righthand side panel conceals a Shorai lithium ion battery, and right above is a beautifully crafted black leather seat—complete with curved accent stitching for a feminine effect.

On the left, the side panel is part of the new handmade oil tank, with access granted after lifting up the seat cushion.

Max bent the sissy bar from 16mm stainless steel tubing, and machined up a set of new brackets to flush-fit the old school headlight nice and tight between the fork stanchions.

The paint is the best we’ve seen on a custom for a long time. Max describes it as a ‘cement grey,’ with a mix of deep and light silver tones. At the base of the tank is the word ‘AMISAWU’—the name of Zhang Zhenyue’s wife, and the lucky new owner of this machine.

The whole vibe is monochrome without being too stark or masculine. The chain provides the only flash of color: Max has converted the Sportster to conventional drive, and fitted a beautiful gold RK 530 chain.

The Sportster is probably the most customized motorcycle model in the world, so it takes a lot to stand out from the crowd. But 2LOUD has delivered a subtle and stylish machine that speaks softly and carries a big stick.

We reckon it’s time Max Ma took his place in the upper echelon of custom builders—and we can’t wait to see what style he tackles next.

2LOUD Facebook | Instagram

from Bike EXIF https://ift.tt/2wsnSCQ