We’ve heard countless stories of custom motorcycle projects stalling, but the tale of this Honda CB750F café racer takes the cake. Its owner, Stan Chen, had to endure an eight-year wait before work could even begin on the bike—and he had to get the cops involved, too.
Stan originally picked up the 1975-model Honda CB750F intending to do some light café racer mods to it. He dropped it off at a friend’s workshop, and pretty soon the list grew to include an overbore and a few more mods. After a year, minimal progress had been made—and Stan’s friend stopped answering the phone.
“Fast forward to about 6 years after my ‘friend’ went MIA, I decided to go to the police station to just file a report that the bike was stolen,” Stan tells us. “The officer asked where the bike was, so I gave him the address not thinking much of it, since all the previous attempts to go to the shop failed. I waited in the station lobby for about 15 mins, when the receptionist asked if I was the bike’s owner.”
“I said ‘yes,’ and she said that the officer was at the shop and to head over immediately. I drove down there in my little BMW i3 and, sure enough, the officer had my ‘friend’ there and told him to return all my parts. Needless to say, I was not prepared at all to take a bike home in pieces in my car—or to even get the bike back at all.”
Stan stored the bike for another two years while he figured out what to do with it. Then he met Craig Marleau from Kick Start Garage at the OG Moto Show—a custom bike show held in downtown Los Angeles, that Stan co-founded. Stan’s faith in custom motorcycle builders was restored, and Craig was tasked with getting the CB750F café racer over the finish line.
The wait was evidently worth it. Stan’s CB750F looks immaculate, effortless fusing classic café racer aesthetics with several ultra-modern details.
The 48-year-old motor looks good as new and hides a slew of performance upgrades. There’s an 836 cc big-bore kit inside, using fresh pistons from JE Pistons. Stan also opted for billet valve tappets from J.Webster Designs, a new ignition and coils from Dyna, and a Ricks regulator/rectifier.
A row of Keihin CR29 carbs with K&N filters feeds the motor, while exhaust gasses exit through a burly four-into-two exhaust system. Johnny Nguyen at Upcycle Moto Garage fabricated the headers, terminating them in a pair of underslung Yoshimura cans.
The CB750F also sits lower and more purposeful now, thanks to a total reworking of its running gear. It now rolls on vintage Yamaha alloy wheels, measuring 19F/18R, and wearing Pirelli Sport Demon rubber. A single Beringer disc brake sits up front, with the Yamaha wheel’s drum brake doing duty out back.
The front forks have been lowered and re-fitted into a set of Cognito Moto yokes. The CB750F has shed its twin shocks too, in favor of a custom mono-shock setup with a 6” swingarm stretch.
Custom bodywork sits up top, in the form of an aluminum fuel tank and tail section. A row of bright LEDs acts as a taillight, while a swingarm-mounted bracket hosts the taillight. And if you’re looking for the oil, it’s now stored in a bespoke reservoir under the tail bump.
Just in front of it is a slim electronics tray. The whole bike’s been rewired with a simpler harness, running off a Motogadget controller.
A PIAA headlight lights the way out front, with a tiny Motogadget speedo embedded in the top yoke just behind it. The cockpit sports custom-made clip-ons with grips from Posh Japan, minimalistic push-button-style switchgear, and Beringer clutch and brake controls. The front brake’s hooked up via a custom hose from Spiegler.
The bike also wears discreet LED turn signals from Morimoto, and stylish rear-set foot controls from Cognito Moto.
The Honda’s color scheme is simple and striking, perfectly complementing its deeply contoured fuel tank and angular rear section. Powder blue dominates the bodywork, white striping matches the frame and wheels, and a hint of red on the saddle demands attention.
It’s a flawless livery to match this CB750F café racer’s equally flawless stance and proportions. Not bad for a bike that was almost lost forever.
Stan would like to thank Craig at Kick Start Garage, Johnny at Upcycle, Jay at Lossa Engineering, Cognito Moto, Beringer Brakes, Motul, and Pirelli Moto.
Speed Read starts with a thump this week, as the 659 cc / 85 hp Ducati Superquadro Mono single-cylinder engine breaks cover. We’ve also got a Honda CX650 and Yamaha MT-01 from two different Italian custom builders, and news of a unique land-speed bike that’s up for sale.
Ducati Superquadro Mono It’s been three decades since Ducati released the incredible Supermono. Designed by the dream team of Pierre Terblanche, Claudio Domenicali, and Massimoa Bordi, it was a lightweight racing motorcycle powered by a 549 cc single-cylinder engine. It was also extremely rare; only 65 units were ever produced.
Ducati took a 30-year break from singles after the Supermono, but that break is now over. Meet the Ducati Superquadro Mono—a new engine that heralds the Borgo Panigale firm’s return to single-cylinder supremacy. The 659 cc thumper uses Ducati’s Desmodromic valve system which can spin it up to a screaming 10,250rpm—making it the highest revving single-cylinder road engine ever.
If it looks familiar, it’s because the cylinder and head design come straight from the Panigale 1299. Ducati took the 1,285 cc Superquadro twin, divorced the cylinders, and created the Superquadro Mono from there. The Mono inherits the Panigale’s 116 mm cylinder bore, combustion chamber shape, 46.8 mm titanium intake valves, 38.2 mm steel exhaust valves, and the aforementioned Desmodromic system.
The Mono has a stroke of 62.4 mm, giving it a rather extreme bore-to-stroke ratio of 1.86. The big bore size allows for the fitment of the enormous valves, which are imperative to engine performance. The compression ratio of 13.1:1 is also a sign that this is going to be quite a potent machine.
Interestingly, the oil change interval is set at 15,000 km [about 9,320 miles] and the valve check interval at a whopping 30,000 km [about 18,640 miles]—which is long for a high-revving single. In a racing setup (with a Termignoni exhaust system), the Ducati Superquadro Mono punches out 85 hp at 9,500 rpm and 63 Nm of torque at 8,050 rpm.
With the announcement of the new Mono, Ducati has also confirmed its intentions to enter the 2024 Italian Motocross Championship with a bike they’ve secretly been working on for some time. Ducati has signed the multi-title winner and ex-KTM Factory Racing team manager, Antonio Cairoli, as its test rider for the project, so they clearly mean business.
Obviously, the full-fat 659 cc Superquadro Mono won’t be powering an MX bike—but we’re willing to bet that the off-road DNA will trickle down to something else. Spy shots from earlier in the year revealed that Ducati is working on a KTM 690-esque supermotard, so that’s probably where the Ducati Superquadro Mono will make its first appearance.
Will we see a single-cylinder Ducati enduro bike pop up down the line? We sure hope so. [Source]
Honda CX650 by M-CafeGarage When Massimiliano Satta isn’t flinging his sport bike around the stunning Autodromo di Mores on the Italian island of Sardinia, he’s spinning spanners in his workshop, M-CafeGarage, in the capital city of Cagliari. So when a client approached him with a disused Honda CX650 in desperate need of TLC, Massimiliano couldn’t resist infusing it with some racing DNA.
After some back-and-forth design work, Massimiliano eventually convinced his client to go down a more performance-oriented path with the CX than originally intended. That meant that most of the original bike was stripped away, leaving only the engine, frame, and swingarm.
With the bare frame on his workbench, Massimiliano modified the steering angle at the headstock to sharpen the bike’s handling. Then he bolted on a Honda CBR1000RR front end, matched to the spoked wheel from a BMW R nineT. The yokes and brakes also came from the CBR, with new clip-on handlebars and Accosato levers fitted in the cockpit.
The rear wheel was converted to spokes too, laced to a 17” rim to match the front. Wrapped in new Pirelli rubber, the new wheels are a huge visual and performance improvement over the stock hoops.
A new LED headlight sits up front, wrapped in a custom bikini fairing which hides a tiny Motogadget speedo. The fuel tank comes from a Honda CX500 (modified to fit), while the custom stainless steel exhaust system was made specifically for this project by MAD Exhausts.
Moving to the back, Massimiliano chopped off the subframe and fabricated a new one. The airbox was ditched to make room for a new electronics box under the seat, which is accessed by lifting the whole seat on a bespoke rear hinge. Massimiliano calls it a ‘cabrio saddle’ design and uses it on most of his bikes.
The actual tail unit is equal parts classic and modern, with a Ducati Imola-style hump flanked by stylish winglets, and topped off with two-piece leather upholstery. An LED taillight is masterfully integrated into the rear of the unit.
With CX650 café racer nearing completion, Massimiliano had a full HRC-inspired paint scheme laid down. The radiator shroud and frame have been finished in a beautiful satin blue, to match the leatherwork on the seat and grips. This certainly isn’t your old man’s Honda CX650, and we love it. [Via]
Yamaha MT-01 by Francesco Paura With a 1,670 cc V-twin heart, the Yamaha MT-01 is one of the coolest and weirdest power cruisers ever made. The stonking engine dominates the tightly packaged frame, hinting at the 150 Nm of peak torque hiding beneath the rocker covers. Yamaha never sent the MT-01 to the US—which is odd, because it draws a crowd in every other country that it was available in.
Francesco Paura is a big admirer of the MT-01. Based in Naples, Italy, he’s a custom motorcycle designer with a particular penchant for café racers and scramblers. When he was contacted by a customer from Lecce, a town in the south of Italy, about building a custom Yamaha V-Max, Francesco gently persuaded him to consider the MT-01 instead.
After a quick trip to Sicily, a battered MT-01 donor was wheeled into the workshop of Angelo ‘Low’ Caliendo, Franceso’s go-to bike builder. With the design signed off by the client, Francesco and Angelo got to work.
The first thing on the agenda was to get rid of the MT-01’s comically large twin muffler system. Another friend of the shop, Fabio Zoppo, was responsible for the exhaust work. He did a cracking job, replacing the stock mufflers with a pair of Leo Vince units, and mating them to the factory headers via a custom-made Y-pipe.
With the stock mufflers gone, the build demanded a new seat and subframe. There’s still enough room for a pillion, with a pair of slim fold-out pegs mounted lower down. The number plate was relocated to a custom-made bracket, mounted off the swingarm.
For the headlight, Francesco turned to his friend Salvatore Mattielo for help. The unique design uses a laser-cut housing with LED internals, and takes its inspiration from Japanese manga, of which Francesco is a big fan.
The OEM fuel tank remains, but it’s flanked by new fiberglass intake covers. The front fender is another custom item. [Francesco Paura]
The final challenge was nailing the MT-01’s livery. “I looked for a color palette that could match the unique blue frame of the MT-01,” says Francesco. “I tried to make it both elegant and aggressive.”
In the end, he settled for a metallic root beer brown, which pops nicely against the dusky MT-01 frame. The MT-01 not only looks bonkers now, but it weighs 15 kilos [33 lbs] less than before. It’s by no means lightweight now—but Francesco assures us it can still pull wheelies in fifth gear.
For Sale: Flying Kiwi sidecar streamliner As a lifelong motorcycle enthusiast, Craig Anderson’s love of bikes was so strong, that not even an accident that saw him lose both of his legs below the knee could stop him. After recovering from the accident he took a trip from the USA to New Zealand to visit some friends, which is when he came across a land speed streamliner that inspired him to tackle a new challenge.
Originally built by a New Zealand-based company, it was a record-setting sidecar racing rig called the ‘Flying Kiwi’ with a silver paint job and an open-cockpit design. Once Craig saw it in action he made an offer to buy it—but the team said that they’d have to think about it.
When he got back to the USA though, it was for sale on eBay. So he reached out to the team again, with more success this time around.
With the bike converted to work with hand controls (a mod that Craig had previously done on a BMW sidecar rig), Craig could actually pilot the Flying Kiwi. With the Bonneville salt flats in his sights, he fitted a parachute, a fire suppression system, fire bulkheads, and, most importantly, bright orange paintwork with hand-painted lettering.
Craig’s first time at Bonneville was a blast, but he knew he could go faster. The next time he ran down the salt flats, he had converted the bodywork into a covered cockpit design with a tinted removable canopy. This allowed him to get the absolute maximum from the 999 cc Suzuki GSX-R engine that’s bolted to the back of the fuselage.
Plagued with electrical issues (due to the extremely salty environment), it wasn’t looking good for Craig—but the team pushed through and eventually completed two runs. The result? An AMA National Record of 182.411 mph in the 1000-SCS-AG Class.
The bike’s incredible story is a testament to Craig’s commitment and ingenuity and shows off his astounding level of grit and determination. The rig is now for sale on Bring-A-Trailer (for just one more day) with no reserve. If it were up to us, we’d stick this in a museum for everyone to enjoy Craig’s story—but we’d also take it to shops now and then.
The Honda CBX 1000 was only in production for four years, but that was enough time for it to leave a lasting impression on the motorcycle industry. First released it in 1978 as a screaming six-cylinder naked superbike, it later faced stiff competition from its stablemate—the equally iconic CB900F. So the Japanese marque redesigned it as a sport tourer, halfway through its tenure.
The updated ‘CBX-B’ had a touring fairing, optional panniers, and Honda’s new-at-the-time Pro-Link mono-shock setup. It was a hair less powerful than before, but that didn’t stop it from becoming a legend in its own right. If you park a CBX and CBX-B next to each other, you could argue that the latter has more presence.
It’s that mystique that prompted the owner of this 1982 Honda CBX 1000 Pro-Link to buy it. Enamored with the fusion of modern technology and ancient traditions found in Japanese cities like Tokyo and Kyoto, he was on the hunt for a classic motorcycle that embodied that philosophy. When he found the CBX, the sheer brutalism of its six-cylinder engine was impossible to ignore.
“In the eyes of this enthusiast, the engine wasn’t just a mechanical marvel; it was the soul of the motorcycle, much like the heart in a human body,” says Tiago Gonçalves, founder of the Portuguese custom shop, Unik Edition. “This revelation laid the foundation for a transformative project, one that would honor the motorcycle’s origins while infusing it with a new identity.”
Tiago and his partner-in-crime, Luis Gonçalves (no, they’re not brothers), were tasked with turning the Honda CBX 1000 into a stylish restomod with a host of modern upgrades. The idea was to retain the CBX’s retro sport-touring DNA but give it a fresh aesthetic.
“Preserving the most significant elements of the Honda CBX 1000 became a guiding principle for us,” says Tiago. “The transformation was not about erasing the past, but rather, enhancing it. As a result, the front fairing, the fuel tank, the rear fairing, and the rear brake light all stood as a testament to the motorcycle’s heritage, allowing enthusiasts to trace its lineage effortlessly.”
At the front, Tiago and Luis removed the fairing’s lower extensions and trimmed the main unit down for a slimmer look. The square headlight housing was retrofitted with an LED unit, and the front fender was swapped for a more modern-looking part. A tinted windshield adds an extra hit of retro style to the CBX’s visage.
Keen eyes will also spot a set of upside-down forks. They’re from a 1994 Kawasaki ZX-9R, which also donated its twin front and single rear Nissin brake calipers.
Unik used similar tricks out back. The subframe was shortened before the CBX 1000’s OEM tail unit was cut, trimmed, and put back together. The leather seat is all-new, but it’s been styled with the sort of chunkiness that an early-80s sport tourer demands.
The modifications are as clever as they are subtle. The side covers now blend seamlessly into the tail unit, and the whole thing tapers down to accommodate a slimmer taillight. (That’s the original Honda taillight back there, but it’s been cut and shut to take up less space.)
Lower down, the guys went to considerable effort to install the swooping swingarm from a Triumph Street Triple. The gorgeous spoked tubeless wheels are from Kineo, measuring 17” at both ends. They’re wrapped in modern Michelin sport-touring tires, with the rear tire’s width bumped up to 180.
Moving to the motor, Unik cleaned, repainted, and polished the entire thing for a factory-level aesthetic. The transmission was rebuilt with shorter ratios, a new K&N filter was installed, and the carbs were tuned. The mighty CBX demands an appropriate exhaust, so the crew fitted a full six-into-one system from Delkevic.
The cockpit didn’t go untouched either. Tiago and Luis used the Kawasaki ZX-9R’s yokes and extended the forks to accommodate a set of raised clip-ons. The bars wear new grips, Motogadget bar-end mirrors, and sporty micro-switches from Rebel Moto.
The duo also liberated the original dashboard of its instrumentation and filled in the holes that were left behind. A digital Motogadget speedo now sits front and center, neatly embedded into the dashboard, with a single push-button to operate it. The bike’s been rewired around a Motogadget brain, with a set of Motogadget LED turn signals completing the set.
When the time came to paint the CBX, Unik decided to infuse the Japanese icon with a hefty dose of European panache. The green hue is Ferrari’s Verde Pino Metallizato, inspired by the impossibly elegant 1963 Ferrari 250 GT Berlinetta Lusso.
The deep metallic green foundation is punctuated by sections of white, bordered by subtle gold striping. Classic Honda Wing tank graphics and original ‘CBX’ logos help the bike ride the line between resto and mod.
A fusion of Japanese muscle and European sophistication, this Honda CBX 1000 is one of the tidiest restomods we’ve seen. Unik Edition’s craftsmanship is upstaged only by their sharp eye and their impeccable judgment.
A motorcycle trial is one of the most spectacular things to witness, and that’s saying something, considering it’s just about the only facet of motorcycle competition that isn’t centered around speed. Where speed is relative, most everyone is awed by the sight of a motorcycle climbing a 10-foot vertical wall, or hopping from pillar to pillar and stopping on a dime. It’s a sport of total control, involving the mastery of balance and the threshold of your clutch, brake and throttle.
Modern trials motorcycles are some of the most specialized machines you can buy on two wheels, and that level of specialization comes at a cost. A top-tier trials bike can cost north of $10,000 (and it doesn’t even come with a seat), but the world is truly your playground on one of these machines, and there’s no quicker way to become the envy of your riding buddies.
Choosing the right trials bike is like choosing the right tires—it’s easier after you’ve tested several. While the majority of machines share similar parts and specifications, it’s the little things that make for the right combination. Maybe you like a slim chromoly frame over aluminum, prefer a steeper rake or would rather have a no-fuss EFI four-stroke over remixing oil. Whether it’s just for kicks, or breaking into the local clubman scene, these are the top five trials motorcycles on our wishlist in 2023.
2023 Montessa Cota 4RT 301RR While many riders swear by only the gnarliest two-strokes for serious trials riding, veteran Toni Bou and his factory Honda/Montessa mount make a compelling counterargument. Bou is fresh off his 17th consecutive FIM Trial World Championship, all of which he’s won on four-stroke Montessas. And if it’s good enough for the world champ, it’s certainly good enough for us.
Honda has owned a controlling stake in Montessa since the 1980s, and took the Spanish trials fleet to all four-stroke around 2005. Boasting top build quality, dependability and a strong dealer network, there are plenty of reasons to consider Montessa for your next trials machine.
While the Cota 4T 260R is revered by fans for being capable and accessible, Montessa’s top dog is the Cota 4T 301RR. It’s based around a 298 cc PGM-FI four-stroke single with a three-ring piston that Honda claims improves sealing and durability. While power figures aren’t reported, Honda claims the engine has been tuned to perform at the very bottom of the rev range, and the ECU has two selectable maps to move the powerband in response to conditions.
The chassis is an attractive aluminum piece, finished off with Showa suspension on both ends—returning 6.2” of travel in the front and 6.7” in the rear. The Cota also comes from the factory with a tubeless rear tire.
While the 301RR gives up a few pounds and a touch of ground clearance to some competitors, its top build quality, predictable four-stroke engine and accessible dealer network make it an attractive option—if you’ve got the coin. In Race Replica trim (livery and carbon-fiber lightening package), the Cota 301RR will set you back $11,899. [Honda]
2023 Sherco 300 ST Racing The Sherco name has always been synonymous with class-leading trials machines, and of the company’s two French assembly plants, one is entirely dedicated to the manufacture of trials bikes. The Sherco model range is coming off a major update for 2023, where almost every component is new, making the 300 ST Racing an even stronger benchmark for the most serious trials riding.
Chasing the Nth level of perfection, the 2023 Sherco Racing models feel like classic Sherco, but sharper, lighter and more powerful. The chromoly steel frame is new with increased rigidity, the five-speed transmission is lighter and more compact and all the controls have been revised. The 294 cc two-stroke engine is nearly 10 pounds lighter as well, benefitting from magnesium cases and a lighter rotating assembly. Given the weight savings in the engine and the new EFI induction system, the Sherco two-stroke is super responsive, but does like a little more rpm than some competitors.
The Sherco 300’s running gear consists of top-quality parts we’re used to seeing, including a TECH front fork, adjustable REIGER rear shock, BRAKTEC stopping power and MORAD wheels, and Sherco has tweaked the rear swingarm and suspension linkage. Suspension travel comes in at a competitive 6.5,” but the ground clearance is massive at 13.8,” and the bike is said to feel very well planted thanks to the larger footpegs and wider stance.
While the racer in all of us makes the top-dog 300 ST Factory Replica look appealing, the standard 300 ST Racing model feels very much like a factory works machine right out of the box. And it’s hard to argue with the price as well, as the 300 ST sells for a reasonable $9,799. [Sherco]
2024 Beta EVO 200 Ask any trials rider what bike’s the right bike, and they’ll tell you it’s all about balance. Considering the quick bursts of acceleration and pinpoint balance required for trials riding, the right bike isn’t always the most powerful one. If you’re still building skills, you need options, and that’s where Beta’s got your back.
Where most brands have just a few bikes in the stable (typically from 250 to 300 cc), Beta’s EVO trials lineup has eight separate models to choose from, including youth options and a two-stroke and four-stroke 300 cc model. For adult riders looking for a well-balanced machine, there’s a whole lot to like about Beta’s EVO 200.
The Beta EVO trials chassis is a serious work of art. It’s made from beautiful hydro-formed aluminum sections, with the fuel tank integrated into the frame. The reed-valve 194.6 cc engine is mounted low in the chassis to keep the center of gravity low, and the transmission is a six-speed. Fans of no-fuss EFI will lament the Beta’s Kehin 28 mm carburetor and mandatory fuel premixing, but the system has proven itself reliable over the years.
Suspension on the EVO 200 is Beta’s standard Paioli 38 mm fork and adjustable nitrogen rear shock, and the bike’s wheel travel and ground clearance are on par with larger cc offerings. Without fuel, the EVO weighs just 146 pounds.
The EVO 200 is priced well for recreational riders at $7,999. [Beta]
2024 GasGas TXT Racing 250 GasGas invested in some big improvements in its TXT GP lineup for 2024, shedding ounces here and improving efficiencies there, but we’re still big fans of the standard TXT models. While the TXT Racing 250 is unchanged for the 2024 model year, this machine still brings a whole lot to the table for a weekend warrior.
Like Sherco and Vertigo, the GasGas trials line is built on a chromoly steel chassis, which is laser cut and robo-welded before it’s finished in the signature GasGas red powdercoat. Robust forged aluminum sections connect the skid plate to the frame, ensuring the TXT 250 can take a hit. And when it does, GasGas ensures that the flexible polypropylene bodywork will return to shape, even after being bent 180 degrees or more.
The heart of the TXT 250 is a 247.7 cc, reed-valve two-stroke engine with a forged piston, and induction comes by way of a 28 mm Kehin PWK carburetor. Brakes are top-quality BRAKTEC units, and the wheels are comprised of CNC-cut hubs and tough MORAD rims. Adjustable TECH suspension provides 6.2” of travel in the front and 6.9” in the rear, but we’re surprised to see the model hasn’t gone to WP, considering GasGas is owned by KTM.
Rider preference is the big differentiator among the numerous 250 cc offerings in the trials bike scene, especially in the areas of steel chassis versus aluminum, ergonomics and the all-important kickstarter location, but for your $8,499 cc investment, you’d be hard-pressed to beat the GasGas. [GasGas, Widenprod & Sebas Romero]
2024 Vertigo Nitro Works 250 We won’t fault you if the Vertigo name is a new one for you. They’ve been around since 2014, and have carved out a big market segment since then, but that’s a drop in the bucket compared to the big names. But there’s a certain excitement that comes with the electric-green finished bikes of the Barcelona-based firm, and their market share is only growing.
Vertigo has a knack for changing up model designations year to year, but the company’s latest and greatest product is the 2024 Vertigo Nitro Works. The new Nitro isn’t exactly a clean-sheet model, as it retains the same chromoly steel spaceframe chassis, bright green paintwork and five separate two-stroke displacements—ranging from 125 to 300 cc—all featuring fuel injection.
Where Vertigo has focused its efforts is a lighter 6082 aluminum subframe, new injection-molded bodywork and increased suspension travel from the TECH front end and adjustable rear REIGER mono-shock (coming in at around 6.7” on both ends). Elsewhere, you’ll find a new stainless-steel exhaust, a brushless water pump, a Renthal fat bar and BRAKTEC brakes laced to MOTORAD wheels. Finish assembled, the Vertigo Works machine weighs just 149 pounds.
While it’s tempting to opt for the top-of-the-line 300 cc model, rumor is that the power is a bit bonkers, and the 250 cc bike offers more usable grunt. It’ll set you back though, as the European MSRP equates to $10,300 USD. [Vertigo]
