Road Tested: Motorcycle Phone Mounts from Peak Design Freakmount and Quad Lock

Sometimes we throw a leg over the saddle to get away from it all, but there are plenty of times when it’s handy to have your cell phone within reach while riding. While you shouldn’t be texting or scrolling at intersections, motorcycle phone mounts are great for keeping your maps app front and center, switching tracks and preventing your phone from falling out of a pocket while riding. From personal experience, the right motorcycle phone mount is cheaper than an unplanned upgrade.

There are plenty of mounts on the market, and choosing the right one comes down to a lot more than price. Consider what you ride, and how you ride it. Look at what sort of mounting locations work on your bike, and what level of protection and convenience you can live with. Different mounts work better in different scenarios, and the following phone holders from Quad Lock, Peak Design and Freakmount are some of our favorites for all the ways we ride.

Peak Design Handlebar Mount “Radical gear for the detail-obsessed,” Peak Design’s website reads, and even before bolting this slick handlebar mount up, it’s apparent this is a well-thought-out piece. Versatile and boasting one of the best locking mechanisms we’ve tested, the Peak Design handlebar mount is one of our new favorites for everyday riding.

Peak’s system is similar to many other handlebar mounts on the market, utilizing a bar clamp, swiveling joints and a proprietary phone case, but it’s in the execution that this mount shines. Nearly the whole assembly is made from nicely machined aluminum, and the swivel joints use meshing teeth to provide 24 different positions the mount can be locked into. Installation is like any other bar-mounted accessory, and the single-bolt bar clamp took just a minute to install.

The one thing you have to know about this mount is how simple the mechanism is. It uses a combination of neodymium magnets and mechanical locking tabs to secure the phone. All you have to do is set your phone against the mount and apply slight pressure, and boom, it’s locked in. Squeeze a button on the side of the mounting head, and the locking tabs release the phone. Compared to all the motorcycle phone mounts I’ve used, this mechanism is by far and away the easiest and quickest, and I never doubted its grip on my iPhone.

Phone cases can be problematic with these kinds of mounts, because how often do you really want to be swapping your case? Peak Design’s case isn’t bad though. It looks like any other case you might use and provides ample protection. It also works with most big-name MagSafe chargers as well. The case side of the locking mechanism isn’t intrusive at all, and you can add a loop on the back, or upgrade to a tougher polycarbonate case.

Peak Design’s mount is almost perfect, but I wish the built-in vibration dampener was a little tighter. It just feels a little loose, but this really isn’t much of a factor while you’re riding, and overall, I’m just glad the vibration dampener comes standard.

The Peak Design handlebar mount is hard to beat for everyday riding on a cruiser bike, especially one without built-in nav. It’s super simple to use, sturdy, smart looking and works with Peak’s line of MagSafe lifestyle accessories, including their mini tripod, wireless charging stand and more. To get you rolling, the handlebar mount sells for $99.95, and the standard case is $39.95. [Peak Design]

Freakmount Billet ADV bikes look good with added functional accessories, but for many customs and cruisers, a motorcycle phone mount isn’t exactly an aesthetically pleasing addition. Designed to be unobtrusive and simple, the Freakmount Billet is a sweet little spring-loaded clamp that latches onto your gas tank with super strong magnets.

Right out of the box, the Freakmount is a pretty sweet piece. The whole thing is billet aluminum, and the spring mechanism is stout. Six N52 neodymium magnets are housed in the circular mounting surface on the back of the Freakmount, and these things are strong! Simply pull the spring-loaded clamp apart and slide your phone in. Set it on the tank, and you’re in business.

I know, you’re suspicious about a magnet holding a $900 phone to your tank, and so was I. Be sure ‘Track my iPhone’ is on, right? But I can assure you, this mount won my confidence. Stuck onto a Sporty tank, I’ve hit the roughest roads you’d want to run on street tires, broke into triple-digit speeds and thrown every bit of whacky maneuvering I could at this mount, and it never budged.

Having read some reviews where people claimed the Freakmount shifted or spun while riding, I applied some painter’s tape reference marks and tried to find the limit. I’ve shifted the mount away from the center of the phone, and even placed it on more rounded sections of the tank, and had no issues. I thought I’d prevail by hitting the single track with the Freakmount stuck to the side of my TW200 fuel tank. But even then, it held.

The only thing I questioned on the Freakmount is vibration. The mount isn’t dampened like the Quad Lock or Peak Design, and vibration is what can kill cameras on certain phones. The Sporty I’ve used the Freakmount on has a rubber-mounted engine, and it’s a pretty tame ride. That being said, I couldn’t find any instances of this happening with the Freakmount, and my iPhone is perfectly fine.

Naturally, there are a few things you want to consider before you hit ‘add to cart.’ It should go without saying, but this mount is obviously not for you if your fuel tank is made of non-ferrous materials. Plastic, titanium and aluminum fuel tanks need not apply. It’s probably best if you have some sort of flat-ish surface on your tank to put this thing, and preferably somewhere within easy sight. Also, if you care about your paint, you’re going to want to keep both surfaces clean to avoid scratches.

The Freakmount won me over, and it’s a great fit for anyone with a Harley-Davidson or other steel-tank cruiser who doesn’t want to fuss around with an unsightly mount. After you unbox, I’d add a dab of thread locker where the mounting pad attaches to the clamp, just in case, and hit the road. The Freakmount Billet sells for $49.00, which feels like a bargain for the build quality. [Freakmount]

Quad Lock Handlebar Mount Quad Lock has been in the business for many years, and their simple and rugged mount can be used on everything from your motorcycle, to your car, fishing boat, golf bag and even your helicopter. That’s a redeeming quality for a system that forces you to use a proprietary phone case, which is only available in black.

The heart of the Quad Lock is a circular, dual-stage locking mechanism with the receiving end built into the phone case. Locking it in is a press-and-turn sort of affair, and removal is the opposite while pressing a locking tab.

Quad Lock’s standard handlebar mount is made from glass-filled nylon, plastic really, but it’s a rugged piece. I dropped my Honda 450 at least 10 times in Moab, Utah, with my phone in the standard Quad Lock and had no issues. If you’re plastic-averse, you can upgrade to the Pro model, which is made from CNC-cut aluminum.

Quad Lock is one of the more secure options on the market, in my opinion, but there are a few other huge pros to this mount out there in the real world. For one, it’s super universal and works with all of Quad’s other sports and lifestyle products. It’s also nice that you can modify it with other bits and different colored pieces, and the weather-proof phone poncho gave me peace of mind while riding in the rain and dusty conditions.

If you’re buying a Quad Lock, you NEED to add the vibration dampener to your order. Equipped with rubber isolators, this piece prevents vibration damage to your phone’s camera, and it’s the best dampener I’ve used. It feels secure and doesn’t wobble around, and I wish Quad would make this a standard part of the mount. If you don’t add the vibration dampener, there’s a good chance you’ll damage your iPhone—check the small number of one-star reviews for proof.

My only gripe with the Quad Lock is that the mechanism is a bit more temperamental than others. If you don’t position your phone square to the mount, it won’t twist in right. The twisting motion also can interfere with cables on your bars, and my phone always hits my front brake line when I’m snapping my phone back in. And if you really want to split hairs, the case side of the lock is just a hair bulky.

Most everything that I don’t like about the mount can be attributed to its level of security, and for this motorcycle phone mount, that’s the bottom line. While it’s not as quick to use as other mounts, it’s the one I’m using for rough riding on dual-sport motorcycles and ADV bikes. For my setup, the Quad Lock will set you back $29.99 for the case, $25 for the poncho, $69.99 for the standard handlebar mount and $19.99 for the vibration dampener, don’t forget that part! [Quad Lock]

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Plug and play: A radikal BMW R18 custom kit with paint to match

It’s been three years since the BMW R18 hit the scene, and the massive boxer cruiser still hasn’t quite found its feet. It comes in five different variants, but we’re honestly not sure which one we’d pick, nor what we’d do with it once we had it. But the BMW R18 hits the mark in one notable way; it has huge potential for customization.

BMW pitched the R18 as a highly customizable bike from day one—and even though there’s some modern elec-trickery to get around, the bike has good bones. Love it or hate it, you can’t deny that the R18’s 1,802 cc boxer motor and classically-styled frame are works of mechanical art. Remove a few bits and slap on a few others, and it can quickly turn into a much sharper machine.

That’s the idea behind this uber-slick BMW R18. Created by the Munich workshop Motoism, in collaboration with Arjan van den Boom of Ironwood Motorcycles fame, it wears a brand new bolt-on custom kit with a handful of swanky off-the-shelf parts. Nothing’s been hacked, welded or rewired here, but the results are still radikal.

Each part in the kit was either 3D-printed, made from carbon fiber-reinforced polymer (CFRP), or laser-cut from stainless steel. Since the project covered myriad techniques, Arjan and Motoism founder Ben Ott roped in additional help. The team included Jakob Jarusek, the former head of design at the boutique car tuning shop Mansory, and graphic designer Andy Werner.

The party starts up front, where a 3D-printed fender sits on custom mounting hardware. Just above it, a 3D-printed headlight surround houses the BMW R18’s OEM LED headlight. The third major piece sits lower down; a generous CFRP belly pan.

The overall aesthetic is sculpted and layered, giving the R18 a modern urban vibe. We’re picking up performance car details too, like the louvered ‘intakes’ on the belly pan, and the way it’s molded around the R18 engine’s front cover.

Out back, the crew replaced the R18’s bobbed seat and generous rear fender with a sportier tail unit. It’s constructed from a blend of 3D-printed and CFRP pieces and capped off with a faux leather seat, with a cutout that shows off the rear shock. A small BMW roundel adorns the back of it, embedded in a center ridge that mimics the one on the fuel tank.

Finishing off the kit are a pair of CRFP ‘spacers,’ that reposition the stock tank badges a few millimeters away from the tank. It sounds silly when you say it, but within the context of the whole build, the effect is perfect.

With the kit developed, the team started piecing together the rest of the R18’s parts list. And it sure is a lust-worthy set of items.

Rotobox carbon fiber wheels sit at both ends, wrapped in Metzeler Sportec tires. An Öhlins shock sits tucked under the new seat, offering a little more rear-end compliance. ABM supplied the handlebars, risers, footpegs, and clutch and brake levers.

The machined fuel cap is from BMW’s aftermarket catalog for the R18, while the LED turn signals are Motoism parts. The R18’s overbearing fishtail silencers are gone, replaced by a Jekill & Hyde system that includes an electronically-controlled loudness limiter. The full exhaust system has been Cerakoted in black, including the heat shields.

The guys also refinished the fork covers, valve covers, air intakes, and intake shields in black, creating a dark base to help the R18’s vivid livery pop. Keen eyes will notice BMW’s traditional motorsport colors worked into the design too.

Three years on, we’re still not sure how we feel about the BMW R18. But we do know that we’d be a lot more keen on it if it looked this good from the factory.

Motoism | Facebook | Instagram | Arjan van den Boom | Images by Paul van Mondfrans Lindén

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First Look: The new Triumph Scrambler 400 X and Speed 400

After much anticipation, Triumph’s worst-kept secret is out. Here’s a look at the all-new Triumph 400 range, including the Triumph Scrambler 400 X and Speed 400, both slated for release in 2024

Anyone familiar with Triumph’s usual nomenclature should be able to figure out which is which. The Triumph Scrambler 400 X quite obviously borrows its styling from the existing Scrambler 900 and 1200, while the Speed 400 is styled in line with the Speed Twin 900 and 1200. But, as the ‘400’ designation applies, both share the same chassis and 400 cc engine.

Developed in partnership with the gigantic Indian manufacturer Bajaj, the new 400 cc range is a play by Triumph to offer a lower point of entry into the brand. Triumph hasn’t announced any pricing yet, but they have claimed that the bikes will be “competitively priced.”

We expect them to go head to head with bikes like the KTM 390 Duke, Husqvarna Svartpilen 401, and BMW G 310 R.

The engine’s an all-new 398 cc single-cylinder mill, sporting fuel injection, and liquid cooling. It has a four-valve, DOHC head, a weighted and balanced crankshaft, and a finger-follower valvetrain with DLC coatings to help reduce friction. All this, and a six-speed transmission.

Triumph calls it their ‘TR Series’ engine, as a nod to the legendary Triumph Trophy. They’re claiming a power output of 40 PS [39.45 hp], with 37.5 Nm of torque. That puts it in the same ballpark as the Husky and KTM, albeit a smidgen down on horsepower.

The new 400 range also features all the modern-day electronic frou-frou. The platform uses a ride-by-wire throttle, with switchable traction control, ABS (switchable on the Scrambler 400 X), and a torque-assist clutch. The lighting is all LED, an immobilizer comes standard, and the dash is a tidy analog and LCD combo unit.

Visually, the Triumph 400 motor can’t quite escape its budget bike underpinnings, but it still manages to bring some panache to this end of the market. There’s a lot to pack in—but Triumph and Bajaj have done an admirable job of dressing it up like their bigger bikes. The cylinder head wears fake cooling fins and a stylish ‘TR Series’ badge; contrasting black and brushed finishes keep things classy.

The Speed 400 [above] and Scrambler 400 X share a chassis, save for a few model-specific differences. It’s a new frame design for Triumph, complete with a bolt-on rear subframe and a cast aluminum swingarm. The seat heights are listed as 790 mm (Speed) and 835 mm (Scrambler X), and the weights at 170 and 179 kilos [375 and 395 lbs].

The Triumph Speed 400 wears 43 mm upside-down forks, 17” wheels, and a road-orientated geometry and wheelbase. The brakes use braided lines, with a radial caliper gripping a 300 mm disc up front.

Triumph has given the Scrambler 400 X [above] a longer wheelbase and longer travel suspension, with a bigger front wheel (19”). Combined with a wider set of handlebars, it should give the Scrambler X at least a measure of stability on gravel roads. Helping it achieve its desert sled aspirations are a larger brake pedal, grippy footpegs that are repositioned for an optimal standing position, and a larger (320 mm) front brake disc.

Each model has a unique muffler design, but both exhaust systems are low-slung; no high-mounted pipes for Scrambler X. The trim varies from model to model too. The Speed 400 wears bar-end mirrors, while the Scrambler 400 X opts for traditional mirrors.

The Scrambler X also adds a headlight grill, hand guards, a handlebar cross-bar, a two-piece seat, and a more roomy front fender. And yes—as is customary, Triumph is releasing a whole bunch of accessories for each bike.

Each bike is available in three different color schemes, and all of them look rather spiffy for an entry-level motorcycle. And although we’re still on the fence about the overall aesthetic of Triumph’s 400s, we can’t deny that they look well put together. The fuel tank’s design is on point, and while the tail end has a bit of a kick to it, the rear fender arrangement is hella tidy.

The new Triumph Scrambler 400 X and Speed 400 might not look quite as modish as their bigger stablemates, but then again, do they need to? If Triumph is out to attract younger riders on tighter budgets to the brand, these two bikes might just tick the right boxes.

Triumph Motorcycles

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Retro Crosser: A Modern Husqvarna Cross tribute from Slovenia

It’s impossible to talk about vintage off-road motorcycles without mentioning the legendary Husqvarna Cross. Released in the 1960s, it was one of the bikes at the forefront of the transition from big four-stroke desert sleds to lighter purpose-built two-strokes. And who could forget a shirtless Steve McQueen wheelieing a Husqvarna 400 Cross on the cover of Sports Illustrated?

If there’s one bike hankering for a modern remake, it’s the Husqvarna Cross. Husqvarna hasn’t built it yet, so until they do, we’ll happily settle for “what if” custom jobs like this Cross tribute from Gas&Retro in Slovenia.

Gas&Retro’s Žiga Petek collaborated with the Slovenian Husqvarna dealer MotoXGeneration on the build. MotoXGeneration is a family business, run by brothers Rok, Martin, and Jure Rus. All three of them are motocross riders, and their father, Slavko Rus, was a top Slovenian motocrosser in the 1970s.

Rok reached out to Žiga about possibly building a custom motorcycle together, to commemorate Husqvarna’s 120th birthday. MotoXGeneration had a 2018 Husqvarna TC250 engine lying around and paired it up with the frame from a new Husqvarna FE 250. All they needed was a design direction for the build.

“Me and Rok started talking about what the bike should look like,” Žiga says. “We both agreed that should look like something Steve McQueen would ride—even though we were working with a four-stroke and not a two-stroke.”

The TC250 might not be a two-stroke, but it makes a respectable 46 hp in stock form. And both the TC250 and FE 250 hover around the 200 lbs mark in factory trim. So no matter how you cut it, Gas&Retro and MotoXGeneration had a spritely donor bike on their hands.

Rok’s brother, Martin, got to work on rebuilding the TC250 engine, while Žiga started playing with the frame. Rok had the idea to show the frame’s bare metal, so Žiga sand-blasted it, brushed it, and applied a clear coat to protect it. A custom subframe now sits at the back, with a kicked-up tail loop that tips its hat to the classic Husqvarna Cross design.

The team over at MotoXGeneration refinished some of the engine parts in gloss black, before mounting it into the FE 250 frame. From there, the Rus bros focused on building up the rest of the rolling chassis, so that they could send it over to Žiga to fabricate new bodywork.

On went a set of WP Suspension forks, lowered by 30 mm and upgraded with WP Pro internals. A new aluminum swingarm went on at the back, hooked up to a WP Suspension shock with a bladder system for easy adjustment. New DID rims were laced up to complete the set, measuring 21” at the front and 18” at the back.

Braking is courtesy of Brembo calipers, Galfer discs, and Magura master cylinders. MotoXGeneration also tweaked the Husky’s wiring, and installed a new speedo, push buttons, and a keyless ignition, all from Motogadget.

The Husky was then sent back to Gas&Retro so that Žiga could work his magic. The idea was to shape most of the bodywork out of aluminum—starting with a new vintage-style fuel tank that wears a Monza gas cap. “There was a lot of work to make it fit just right,” he admits.

Žiga also built a chunky retro-inspired seat base, and a pair of aluminum side covers. Hidden behind them is a custom intake with a K&N filter, along with the battery and electronics.

Handmade aluminum fenders bookend the bike; Žiga went big on the front, to emphasize the Husky’s retro style. The back’s finished off with a small Bates-type taillight, and turn signals that sit inside the frame rails. Žiga also handled some of the finer details—like the radiator’s new mesh cover.

Throughout the process, the bike continually ping-ponged between the Gas&Retro and MotoXGeneration workshops. It even made a turn at Akrapovič’s factory, where the Slovenian exhaust manufacturer built a custom titanium exhaust system specifically for this project.

One sticking point, however, was the headlight nacelle. “At the beginning, Rok bought an Acerbis fairing and plastic fenders,” says Žiga. “But then we talked, and I said to him ‘Mate, if I’m doing it all in aluminum I want to do the front fairing as well’.”

Rok agreed, so the bike went back to Gas&Retro once more for Žiga to shape the new headlight nacelle. The guys built it around an LED light, adding a modern touch to the retro setup.

By this point, the Husky’s livery was a no-brainer. Matej Mrzlika at MM Car Paint laid down the iconic Husqvarna red, white and yellow color scheme, with a few black touches thrown in for good measure. And Mitja Bizjak wrapped the seat in black leather with white stitching.

This might not be McQueen’s Husqvarna Cross, but it’s a damn fine tribute—and it probably goes like stink too. If Husqvarna is ever planning to build a modern classic Cross tribute, this would be a good blueprint.

Gas&Retro | Facebook | Instagram | MotoXGeneration | Images by Rok Plešnar

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Level Up: Another futuristic BMW R nineT by Vagabund

There are more ways to customize a motorcycle these days than ever before. You can take the traditional route and hammer your parts out of metal, or you can turn to modern manufacturing methods like 3D printing. Or you can play like Vagabund Moto—and throw every technique imaginable at one futuristic BMW R nineT custom.

Run by Paul Brauchart and Philipp Rabl, the Austrian shop has a reputation for pushing its limits on every custom build. They have a few BMW R nineT customs under their belt, each one just a little bit wilder than the last. And their latest cranks the radness up to eleven.

It’s the follow-up to a BMW R nineT that they built a couple of years ago. Designed with a monocoque body that lifted on hydraulic shocks, that bike landed in our annual editor’s choice top 10. This one’s in the same ballpark aesthetically, but sports several unique details.

Once again, Paul and Philipp roped in the enigmatic Bernard ‘Blechmann‘ Naumann to collaborate on the project. Blechmann is a metal-shaping wizard with a deft hand and a healthy imagination, so his job was to handle all the aluminum and stainless steel fabrication on the R nineT.

Blechmann’s metalwork and Vagabund’s 3D-printed parts work so well together, that it’s hard to tell them apart in some places. The sculpted one-piece body unit is aluminum, incorporating the fuel tank, tail section, and seat pan. Perforated leather adorns the seat, with a custom subframe supporting the structure from below.

Like the BMW R nineT build that preceded it, this one’s bodywork has a layered effect. Except that where the predecessor’s entire monocoque ‘opened,’ this one uses a simpler system. Simple—but no less complicated to build.

“All the bodywork was crazy stupid,” says Paul, exasperated. “We hadn’t planned to do an opening system again—but as stupid as we are, we did do it again.”

This time, it’s the bike’s custom-made dashboard that pops up. The unit features a black surround, with the OEM speedo mounted behind an acrylic panel. An aluminum hinge system with a hydraulic shock raises it, exposing storage for a magnetic card wallet, and the fuel filler.

When the panel is down, the overall design is impressively cohesive. It also adds to the BMW’s overall sci-fi feel, as does the vertically-oriented LED headlight. Built using a combination of aluminum and 3D-printed parts, it has an almost robotic vibe to it.

Vagabund kept the OEM speedo because it removed at least some of the complications associated with customizing a modern motorcycle. That’s because this particular BMW R nineT is a 2022 model, so it has electronic frou-frou like traction control and switchable rider modes. Keeping the stock clock and switchgear removed the headache of having to find a way around all of that.

“It was particularly challenging to handle the bike’s electronics,” Paul confirms. “Since the bike was a 2022 model, it was even more complicated than our last build. Integrating and preserving all the stock parts and functionality that we thought was necessary; the electronic rider aids, fuel pump, and catalytic converter.”

“Form follows function. It’s easier to build something that isn’t road legal—or, worst case scenario, something that doesn’t really work.”

There’s more mechanical art up front, where Blechmann shaped a custom aluminum front fender, which also houses the front turn signals. Vagabund repurposed the LED strips that you’d normally find on automotive mirrors to create them.

An LED taillight sits at the opposite end of the bike, tucked under the tail. It’s wedged into a custom housing that places it vertically to mirror the headlight design. A bolt-on Rizoma license plate mount (not pictured) takes care of the rest.

With the speedo now sitting on top of the tank, the R nineT’s cockpit is as sparse as they come. Vagabund installed a CNC-machined top yoke from Messner Moto, along with clip-ons, and brake and clutch fluid reservoir caps, from Rizoma. Rizoma also supplied the rear-set foot controls.

Subtle details abound, like the 3D-printed ignition surround and the indented panels that sit on either side of the fuel tank.

Paul and Philipp are obsessive about little touches like these. They could have used any number of aftermarket air filters on the boxer motor’s intakes—but they decided to 3D print their own filter housings instead.

The exhaust is a work of art too. Fabricated out of stainless steel, it’s a two-into-one system that exits low on the right-hand side, with a muffler design that can only be described as steel origami. The original catalytic convertor hides under the bike, and the exhaust’s noise levels are adjustable.

Vagabund’s signature look is minimal and clean designs, with strong industrial design and architectural influences. This BMW R nineT follows that style guide perfectly, right down to its paint job—or rather, lack thereof.

Opting to put Blechmann’s work on full display, Vagabund treated the bodywork to a brushed finish before sending it off to IFlow for a clear coat. The bike’s hard parts were done in black—including the fork legs, which Vagabund had anodized.

The BMW R nineT has been on the market long enough that that custom scene is slowly starting to become saturated with them. But that doesn’t faze Vagabund Moto—as always, their work has no trouble standing out.

Vagabund Moto | Facebook | Instagram | Blechmann | Instagram | Images by Stefan Leitner

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