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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Runabout: A custom Honda CBX250 Twister from Argentina

Like countless small-bore Hondas, the CBX250 Twister is approachable, reliable, and affordable. But, like countless commuter bikes, it’s built for getting you to work and back—not for customization. It takes vision to look past the Twister’s funky bodywork to see something classier lurking within.

If you’ve never heard of the Honda CBX250 Twister, don’t fret. It was sold as the CBF250 in Europe, and never made it to the States. But in countries like Argentina, it was (and still is) a hit.

This peppy 2005-model Honda CBX250 Twister comes from Karma Motocicletas in Rosario—a city in central Argentina that lies on the west bank of the Paraná River. Mauricio Martínez runs Karma as a one-man band and does everything in-house, short of specialist tasks like upholstery and coatings.

Mauricio’s inspiration came from Japan’s enduring custom scene—specifically the style established by legends like Go Takamine. “The idea was to keep the bike simple, including only the essential components for its functionality,” he explains.

Mauricio stripped the bike down to its frame and began fine-tuning the chassis to create the perfect silhouette. Tweaking the front end involved simply shortening the OEM forks—but the rear needed a heavier hand. Mauricio deleted the Twister’s original mono-shock system, and then added new shock mounts to the swingarm to create a traditional twin-shock arrangement.

Aftermarket shocks link the swingarm to new upper mounts on the Twister’s bespoke subframe. Featuring a subtle kick in the tail and tabs to mount everything from the rear fender to the seat, the tidy subframe does a lot to finesse the Twister’s lines. Finer details include a set of handmade (and removable) passenger peg brackets, and one-off foot control mounts that push the pegs forward a little.

Next, Mauricio ditched the Twister’s wheels for the Morris-like hoops from a Kawasaki KZ440. They’re wrapped in Metzeler (front) and Coker (back) tires. As for the brakes, those are stock; “I think that’s one of the few things I kept,” Mauricio quips.

The tank is another vintage item. It originally came from a Suzuki GN125, but Mauricio managed to massage it to fit the Honda’s frame. A skinny tuck-and-roll seat sits behind it, followed by an abbreviated rear fender.

The high-riding handlebars are Mauricio’s handiwork too, as are the minimalistic switches that are integrated into the brake and clutch lever perches. The wiring runs inside the bars, while a handmade battery box under the seat plays host to the bike’s simplified electronics and ignition barrel. Biltwell grips finish off the controls, with a single mirror mounted on the left-hand side.

The Twister’s livery is as refreshingly straightforward; a playful turquoise design with stylish gold striping. Mauricio blasted the engine and cleaned up the forks, but had the rest of the hard parts finished in black—including the bike’s custom-built exhaust.

Unpretentious and perfectly balanced, Karma’s brat-style Honda CBX250 Twister makes a strong case for the untapped potential of humble commuter bikes. After all, who doesn’t like to show up to work in style?

Karma Motocicletas Instagram | Images by Matilde Pizzorno

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Savin’ Lives: 5 Things to Consider in an Aftermarket Motorcycle Exhaust

A good exhaust note is one of your motorcycle’s most visceral aspects. The connection from your ear drums to your right wrist plays an undeniable part in raising your pulse, making aftermarket exhausts one of the most common mods on a new motorcycle. But if you’re going down that road, just know there’s a lot more to think about than amplified acoustics.

A good aftermarket motorcycle exhaust will enhance performance and cosmetics, while a bad one may leave you with a deafening drone and a fix-it ticket. We’ve just added a line of killer stainless steel exhaust systems from Stealth Pipes Inc. to the Bike EXIF Store, ranging from the Honda Monkey to the new M8 Softail. To celebrate the occasion, we’re highlighting five key points to consider when selecting an aftermarket exhaust, and encourage you to consider handmade stainless offerings from Stealth.

Know Your Goals There are loads of advantages to be had by upgrading your exhaust system, including weight savings, performance increases and the all-important exhaust note, but it’s awfully hard to pick the right exhaust system if you can’t definitively say what you’re trying to accomplish.

It sounds incredibly obvious, but many riders fail to consider this simple question before buying the cheapest exhaust that’ll fit their bike. And sure, that slip-on might cost as little as $50 on Amazon, but if the manufacturer can’t guarantee its results, what do you think yours will be?

Ultimately, the goals of your modification program should be reflected in the exhaust you choose, whether it’s lighter weight, a bump in performance or simply a more pleasing soundtrack.

Types of Exhaust Systems Now that you know what you’re trying to achieve, it’s time to see what it’ll cost. The two most common motorcycle exhausts you’ll find are slip-ons and full systems, with each bringing their own blend of pros and cons to the table.

Slip-ons The most simple and cost-effective way to modify your motorcycle’s exhaust system is with a slip-on. Named for the slip joint between the muffler and header pipe, slip-ons usually require only a couple of bolts for installation and work with factory header and mid pipes. Since mufflers are responsible for the majority of sound and weight of an exhaust system, slip-ons may be enough to satisfy your requirements, and quality offerings can be had for 75% less than a full system.

While a slip-on is certainly the best bang for your buck, it’s worth mentioning that its primary advantages are sound and weight. You may free up a little extra power, but if you’re really looking to add horses to the stable, you’ll have to pony up for a full system.

Full Exhaust Systems A full system includes the rest of the pieces to complete your exhaust upgrade, including header pipes, mid pipes and a catalytic converter (if so equipped). Often made from lighter materials and larger-diameter pipes, the complete system is engineered by the manufacturer to provide a more substantial upgrade in flow, torque, and horsepower.

Other than a more complex installation, the biggest downside to a full exhaust system is the cost. Expect to spend north of $1,000 for a good system from a reputable manufacturer, and unfortunately, that’s without taking supporting mods into account. While you’ll have to pay to play, a quality exhaust system can transform the look and feel of your motorcycle by freeing up weight, adding power and providing some stellar TIG welds to gawk at.

Supporting Modifications Modern motorcycle exhaust systems are tightly regulated in the emissions and decibels they produce. A bike like my Honda CRF450RL runs very lean straight off the showroom floor to meet emissions, so imagine the consequences of installing a freer-flowing exhaust system without adding more fuel.

This situation is hardly unique, and anytime you’re modifying your exhaust, you’ll want to research if more fuel will be required through an aftermarket fuel management device. If your bike’s a little older, a slip-on may pass with factory fuel mapping, but it always pays to do your research.

Complete exhaust systems may also require further modifications to the airbox or other systems to achieve full advertised performance.

Materials OEM and aftermarket motorcycle exhausts are available in a range of materials, most commonly steel, stainless steel and titanium. For aesthetic purposes and lighter weight, carbon fiber may also be used on motorcycle mufflers.

Steel Regular old steel has long been the standard for OE exhaust systems since it’s durable and cheap to push out by the thousands, but it is heavy and susceptible to corrosion. Steel exhaust systems will go the distance if you keep up with them, but that could mean restoring your exhaust pipes multiple times during ownership. If pitting from corrosion becomes an eye sore, or you’re ready to push your bike to the next level, upgrading to a lighter, freer-flowing system is one of the best upgrades you can make.

Stainless Steel The OEMs have been gradually turning to stainless steel as the new go-to material for exhaust, and if your bike was manufactured within the last decade, there’s a good chance you’re already equipped. Stainless is made by combining iron with chromium to create a strong and corrosion-resistant alloy, and it can always be restored to its original finish if it tarnishes. Stainless is also quite strong, meaning headers and mid pipes can be made from thin-wall tubing for additional weight savings.

With strength and corrosion resistance to its credit, stainless steel is an ideal choice for aftermarket exhausts, offering significant cost savings over titanium and carbon fiber. Full stainless systems don’t come cheap (expect to pay $1,000 and up), but quality stainless always looks good and develops heat coloring from blue to bronze.

Titanium If you’re chasing ounces, instead of pounds, or simply need the highest end material available for your build, titanium is the answer. The bad news is that it’s expensive, due to the extensive processing needed to take it from rutile or ilmenite ore to titanium tetrachloride, and finally, pure titanium. That means that a full system for a single-cylinder bike can cost $2,000, and a whole lot more for a multi-cylinder engine.

What you’re paying for is a system that weighs 50 to 70% less than stock, has excellent corrosion resistance and develops that beautiful blue, purple and orange coloring with heat. While titanium is quite strong, be aware that the thin-wall tubes are more susceptible to impact and far more difficult to repair.

Carbon Fiber Everyone loves the intricate weave and strength of carbon fiber, and the lightweight material has proven adept for use on aftermarket mufflers from companies like Akrapovič, FMF and Yoshimura. While carbon fiber demonstrates weight savings over titanium in silencers, and will stay cooler than steel, there are several downsides to be aware of.

Beyond the high price tag, carbon fiber is only strong in the direction of the weave, meaning a direct impact may cause it to crack. Carbon will also deteriorate if it spends enough time in direct sunlight.

Street Legality Sure, the legality of aftermarket motorcycle exhaust is a bit of a buzzkill, but probably not as much as getting a fix-it ticket from your local PD. Since the specifics vary based on where you ride, we’ll cover a few points in broad strokes.

At the national level, the Environmental Protection Agency (EPA) and the Department of Transportation (DOT) set emissions and noise standards for motorcycles. Aftermarket systems that remove or alter the factory-installed catalytic converter or exceed noise limits typically violate EPA regulations, making them illegal for street use. The California Air Resources Board (CARB) enforces even stricter emissions rules in California, requiring exhaust systems to be CARB-certified to be street-legal.

Beyond emissions laws, noise ordinances vary by state and municipality. The Federal Noise Control Act established a nationwide standard, but enforcement is largely left to local governments. Many states use the Society of Automotive Engineers (SAE) J2825 standard for motorcycle exhaust noise, while others impose decibel limits ranging from 80 to 100 dB at certain RPMs. Some areas allow law enforcement to issue citations based on subjective noise judgment, leading to inconsistent enforcement.

For riders, the key takeaway is that not all aftermarket exhausts are illegal, but they must meet federal, state and local requirements to be used on public roads. Many manufacturers offer EPA-compliant or CARB-approved systems, and some states allow non-compliant exhausts if the bike is registered for off-road or closed-course use only. Before swapping out an exhaust, it’s best to check the specific regulations in your state to avoid fines, equipment violations or trouble at annual inspections.

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Is the 2008 BMW 6 Series Reliable? Pros and Cons

When one is looking for a used 2008 BMW 6 Series coupe (E63) or convertible (E64), this luxury car is among the models that many may show interest in. This car model is stylish, potent, and widely known for its performance on the road among other vehicles. There are also, however, reliability issues that any car buyer has to take into consideration. This article will delve into the positives and negatives of the BMW 6 Series based on the car owner’s experience as well as my own interaction with the car.

Table of Contents

1. Pros
   1. Stylish Design
   2. Sporty Performance
   3. Technology Features
2. Cons
   1. Maintenance Costs
   2. Reliability Concerns
   3. Resale Value
3. Personal Opinion
4. End Note
5. FAQ Section
   1. What are some problems that might be experienced in the 2008 BMW 6 Series?
   2. What is the probability that a 2008 BMW 6 Series is cheap to maintain?
   3. What is the resale value of the 2008 BMW 6 series?
   4. Is the 2008 BMW 6 Series a good choice for daily driving?
   5. How often should I maintain my 2008 BMW 6 series?

Pros

2008 BMW 6 Series E63 Coupe

Stylish Design

Anyone looking at the 2008 BMW 6 Series would know that it has aged like fine wine, as the design is still as majestic as it was 17 years ago. Thanks to Adrian Van Hooydonk for creating this epic design! It has always impressed me with the distinctive, raised, and elongated design and the modern-looking interior. The build quality inside the cabin is indeed top-notch, and the use of materials gives an indication of BMW’s ambition in luxury vehicles.

Sporty Performance

In the next point, for people who enjoy driving, the 2008 6 Series provides the divine feeling. The available engines for this car include:

Petrol engines:
3.0 L N52/N53 I6
4.4—4.8 L N62 V8
5.0 L S85 V10
Diesel engine:
3.0 L M57 I6

The 4.4-liter V8 engine gives the car a lot of power and fascinating performance, and the 5.0-liter was available only in the M6. You can also opt for the 3.0-liter petrol or diesel engine; both are excellent engines and very reliable. The handling is good, giving much pleasure to wind through twisty roads. It equally fascinates me that it is receptive to drivers’ commands in a way that each drive feels unique.

Technology Features

Therefore, during the year 2008, it could be said that the features of the 6 Series were unique and top-notch for its class. Such popular options as the iDrive system and the premium-level sound setting would be more suitable for cars of a higher class, as they were and still are innovative. Substantial longevity has been evident in these technical attributes, though perhaps the latest models have even more gravity.

Cons

2008 BMW 6 Series E63 Coupe

Maintenance Costs

One major disadvantage is the issue of costs. As such, the 6 Series can be said to be a luxury car that needs to be serviced by mechanics who understand BMW cars. The costs may be high when it comes to the parts of BMWs, but the service centers must be recognized as the ones that deal with BMWs.

Reliability Concerns

As with almost any BMW model, 6 Series owners report customer satisfaction that is quite high, but there are also some problems regarding car reliability. Some of them are electrical problems, particularly the iDrive and cooling system. Engine overheating is one thing that may often cause some problems. I know my friends for whom such difficulties arose, and, therefore, it is good to solve them before buying the car.

Resale Value

With respect to this factor, the 6 Series could prove to retain its value in the market relatively lower than some other models. This is also due to the cited dependency of less reliability and competition from new models. Nevertheless, to the extent that the person does not mind spending a lot of money to own a BMW 6 Series, this might not be a problem to him.

Personal Opinion

E63 BMW 6 Series Facelift

In my perspective, the BMW 6 Series of 2008 is an ideal car for people who are in search of beauty with performance on the road. For the car lovers who are in search of something that gives the feel of luxury with great performance, then this car is good for you. But, firstly, it is necessary to realize that such a luxury car can be purchased with the necessity to deal with frequent faults or high costs of maintenance.

Overall, I consider the process of having a 6 Series to be a very fulfilling one. The excitement one gets to have when driving it and the envy that comes with it make it all worth it. However, for any potential buyer, I suggest that it is better to set aside some amount of money for repairs and maintenance.

End Note

The BMW 6 Series is a car that, with each year that passes, guarantees its lovers the beauty of a luxurious coupe as well as breathtaking power. Despite its peculiarities, such as instabilities and rather high costs of repair and maintenance, it is still worth considering for those who plan to buy a rather used car of a luxury class. The pros and cons make it possible for you to choose if the BMW 6 Series is a great opportunity for you or not.

FAQ Section

What are some problems that might be experienced in the 2008 BMW 6 Series?

Several problems have been reported to occur in the car; these are in the iDrive system, in the cooling system, and even a possible overheating issue.

What is the probability that a 2008 BMW 6 Series is cheap to maintain?

Yes, but it is important to note that for complex disagreements, parts required may be expensive. It’s advisable to budget accordingly.

What is the resale value of the 2008 BMW 6 series?

They might not hold their value as well as some other models, which can be attributed mostly to the reliability issues, maintenance costs, and the availability of newer models. Its price ranges between $6,000 and $15,000 depending on the mileage and extras. It is, however, still possible a fun car for fans of the type.

Is the 2008 BMW 6 Series a good choice for daily driving?

It can be if you are ready for many risks associated with owning this type of vehicle, especially when it comes to its maintenance and reliability. It is thought to be good for everyone who loves a sporty and luxurious car and can be used as a road car.

How often should I maintain my 2008 BMW 6 series?

All in all, the recommended service intervals are ten thousand to fifteen thousand miles, or as per BMW recommendation. This means that one needs to stick to a schedule that works to avoid being caught up in a situation where the condenser is not working as it should.

Therefore, I restate that the 2008 BMW 6 Series is a car with raised luxury, fashion, and power. With some drawbacks, however, it is really worthwhile to own this classic sports coupe or convertible if you find it convenient to own.

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