The Thresher: The Speed Merchant Breathes New Life into HD’s Street 500

I was less than enthusiastic when Harley-Davidson finally released the Street 500, one of their two newest middleweight models meant to break into the beginner and intermediate markets. I was hoping they might divert a little more radically from their signature cruiser look, but the Street 500 felt like a less inspired, smaller-displacement, fuel-injected, liquid-cooled vanilla version of an 883 to me.

Then, as if Harley had tuned into my gripes, I learned of their plans to bring flat track racing to the masses with intentions of adding the event to the X Games and using the new Street 750 as the platform. At the same time, The Speed Merchant dropped us a line from California to say they were building a tracker-inspired Harley Street 500 to be unveiled at Born Free 6. This bike finally had my attention. The Speed Merchants’ own Denver Dan Begakis introduces us to “The Thresher.” –Gregory

In early March 2014, we were approached by Mike Davis of the Born Free Show. He asked if we’d be interested in doing something custom to a brand new Harley-Davidson Street 500 model. Having never seen one in person, it was very intriguing. The new Harley-Davidson showed up at the shop with about three months to get the job done. What you see is our version of what this model could be.

We started by removing most of the stock parts from the bike – front end, wheels, bars, rear fender, battery, rear subframe, and exhaust. I replaced the stock wheels with some Sun Aluminum rims with SS spokes laced up to some HD hubs. The front end was replaced with a set of our SM mid-glide trees, made for the HD 48 Sportster. Huntington Beach Harley-Davidson was kind enough to donate the front end to this build.

We topped off the front end with our SM preload adjusters, an aluminum number plate we made that incorporates the overflow for the radiator, and an LED driving light supplied by Lazerstar Lights.

I used our radial mount brake bracket in the front, and mounted a Tokico caliper to it. The bars are a custom set made in-house. The controls are off a GSXR 600 and 750, topped off with some Pazzo levers. Joker Machine shipped me one of their well-designed 1/4 turn throttle setups, used mainly for speedways.

We decided to mount the tank in a different position, raising it by about 4″ to provide a more traditional stance. After cutting off the stock subframe and pulling the wiring from under the seat, we started laying out the new subframe setup. Part of the new subframe houses all of the stock wiring just under the seat. The new tail section was shaped out of aluminum and matched to the line of the tank. Once the tail section was finished, we fabricated a seat pan that was handed off to Bates Leather. They nailed it with the custom tuck-and-roll design.

To change the stance of the bike, we used some tall rear shocks supplied by Ohlins USA, who were kind enough to support this build. The taller shocks provided extra ground clearance and helped to enhance the stance of the bike. To round off the rear section of the bike, we decided to modify the rear swing arm by adding some extra bracing and hollowing out the square tubing. We then made a battery box to mount the eight-cell Anti-Gravity Battery just above the swing arm.

Having a new model created some challenges like trying to find a front sprocket to convert the bike to a chain drive. Luckily, we were able to find one, and used a Super Sprox rear sprocket with a black EK 530 chain. We made a custom aluminum front sprocket cover. The rear end was fitted with a radial brake bracket with a Tokico caliper to match the front.

The last thing we fabricated was the custom exhaust. A full stainless system is what this bike was asking for. Cone Engineering donated their 2″ core muffler for this build, and we recreated the front headers to fit the bike.

The paint was handled by John Edwards of Old Tyme Custom Paint. We wanted to keep it simple, but highlight the gold on the bike. Once the color was laid down by John, we handed it over to Pacman Line & Letter Company to pinstripe and hand-letter the Harley-Davidson. John then laid some pearl over the top of it all before clearing it.

This article first appeared in issue 15 of Iron & Air Magazine, and is reproduced here under license.

Words by Denver Dan Begakis w/ intro by Gregory George Moore | Images by Mark Oblow

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Speed Read: A Futuristic Royal Enfield Shotgun 650 Café Racer and More

We’ve sorted them from biggest to smallest this week. We start with a Royal Enfield Shotgun 650 café racer from India, then take a look at the new Aprilia RS 125 GP Replica, before finishing off with a Piaggio Ciao Deluxe moped from the USA.

Royal Enfield Shotgun 650 by Rajputana Customs The list of custom shops that Royal Enfield has collaborated with over the past few years is long and illustrious. For their latest release, they handed a Royal Enfield Shotgun 650 over to Rajputana Customs and told the Indian workshop to go wild.

Rajputana responded with a radical café racer that, while it may not be particularly practical, is certainly eye-catching.

Not content to deliver something mundane, the Rajputana crew started cutting up the stock frame and mocking up various ideas. But they eventually realized that the stock frame just wasn’t going to hack it—so they started from scratch. With a new headstock secured in their frame jig, they built an elegant frame that feels more like modern art than traditional motorcycle design.

A new tubular swingarm was fabricated too, hooked up to a brawny shock via custom linkages. Moving to the front, Rajputana lowered the forks, while upgrading their internals. The Shotgun’s cast wheels were swapped for laced items, wrapped in Pirelli slicks.

Custom yokes sit up top, with a handmade headlight nacelle sitting between them. There’s more custom bodywork further back, gracefully tucked between the bike’s double frame rails. A svelte saddle and flush-mounted gas cap emphasize the skinniness of Rajputana’s design.

The bike also wears clip-on bars and rear-set foot pegs, creating an extremely committed riding position. Rajputana kept the stock controls and switches, to retain at least some of the bike’s OEM parts.

The Shotgun’s aggressive stance and ultra-sleek bodywork earned it the nickname Jetstream. Driving the point home is a pair of burly exhaust headers, termination in slash-cut ends.

The svelte layout also amplifies the Shotgun’s best feature—the beautiful 650 cc parallel-twin engine that powers it. Finished in black with contrasting stainless steel hardware, it adds retro style to this otherwise futuristic café racer. [Source]

Aprilia RS 125 GP Replica ‘Win on Sunday, sell on Monday,’ has been the mantra of many a motorcycle manufacturer over the years—but what exactly they’re selling varies. You can’t, for example, buy the Aprilia RS-GP that Marco Bezzecchi piloted to the second step of the podium at the Dutch GP earlier today. But you can buy a 125 cc replica of it.

Entry-level race replicas are nothing new. Many countries allow riders as young as 16 to start out on 125s, so brands like Aprilia produce featherweight bikes with beginner power and MotoGP style.

Available mainly in Europe, the Aprilia RS 125 is powered by a 124.2 cc single-cylinder motor, good for 15 hp and 11.4 Nm of torque. Weighing 144 kilos [317.5 pounds], it sports modern amenities like ABS, traction control, a six-speed electronic transmission, and a twin-spar aluminum frame. Wrapped in a full fairing and designed with proper sportbike ergonomics, it’s quite a looker.

The Aprilia RS 125 GP Replica takes all that and wraps it in a modified version of the Aprilia RS-GP MotoGP livery (one of our favorite liveries on the grip. It’s a mostly black affair, dominated by bold Aprilia logos and sharp red and purple accents. And since it’s a race replica, it’s splashed with the team’s sponsors’ logos too.

If you’re an Aprilia MotoGP fan hunting for your first bike, the RS 125 GP might just be the ticket. You’ll need to smash your piggy bank though—it’s currently priced at €5,899 [around $6,915] in its home country of Italy. [Source]

Piaggio Ciao Deluxe by Josh Griffith Josh Griffith has an ambitious goal; to set a land speed record at Bonneville aboard a classic moped. That sort of endeavor takes gumption, planning, and lots of cold, hard cash. So, to give himself a jump start, Josh built and raffled off this 1974 Piaggio Ciao Deluxe to raise funds for his land speed attempt.

First released in the late 60s, and branded as a Vespa in the USA, the Ciao was a 50 cc moped pitched at younger riders. The base model was a barebones scoot with no suspension. The Deluxe model added a leading link front fork, a spring under the seat, and turn signals, with a metal ‘lunchbox’ holding the requisite electrical bits.

Josh took his 74 Ciao and redesigned it as a mini Vespa of sorts, taking inspiration from the Mod movement of the 60s. Up front, he added custom leg shields and a fly screen to add some body to the otherwise bare moped. He also fitted a chromed luggage rack, with a cluster of auxiliary lights.

Under the hood, Josh rebuilt the Ciao’s engine with Polini cases, a Malossi cylinder, and an upgraded intake, carb, and clutch. Now at 65 cc, and exhaling through a Polini exhaust, the fresh motor is twice as fast as the old one.

The Piaggio Ciao’s tiny solo saddle was swapped for something cushier, wrapped in a cheeky red and animal print cover. Finally, the bodywork, and most of the chassis, were powder-coated in metallic British Racing Green.

The Ciao is cute enough on its own, but this one has a unique charm. Think of it as the mini-Vespa that Piaggio never made. [Josh Griffith Instagram | Images by Jessica Szabo]

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The Italian Job: A 1974 Harley-Davidson SX250 Flat Tracker by Fuchs

Harley-Davidson’s core business is, and will always be, big American V-twins. But there are moments in The Motor Co.’s history where it has deviated from this formula in a bid to attract a wider audience, with varying levels of success.

In the 60s and 70s, Harley leveraged their part (and later full) ownership of the Italian manufacturer Aermacchi to create a handful of smaller bikes—like the 1974 Harley-Davidson SX250. Released during Harley’s infamous AMF era, this single-cylinder two-stroke was designed to compete with the lightweight Japanese enduro bikes of the day. But since it was effectively just a rebadged Aermacchi, it faded from existence when Harley sold the Italian firm to Cagiva in 1978.

These days, Aermacchi Harleys enjoy a niche following among vintage racers, and anyone else who has a soft spot for 1970s oddballs. This particular AMF-era Harley-Davidson SX250 belongs to Marco Donati—a Milan-based architect, motorcycle enthusiast, and flat track rider.

Marco sourced the bike specifically for this project, before handing it over to Massimo Rinchiuso at Fuchs Workshop to turn it into a svelte flat tracker. “His vision was clear: reinterpret the spirit of old-school racing with a modern twist, without betraying the original identity of the motorcycle,” says Massimo.

“Inspired by this uniquely American discipline, the little Harley was turned into a true tracker— designed to deliver vintage thrills, but with real performance on the track. The process was anything but simple. The engine, which had been dormant for years, had to be completely rebuilt, with every part carefully restored and tuned to recover reliability and extract every ounce of performance from this two-stroke single-cylinder powerplant.”

Fuchs Workshop’s master engine builder, Claudio Lanconelli, took point on restoring the 250’s motor, while Massimo turned his attention to the chassis. The rear half of the frame was rebuilt to accommodate a new seat, before being raised with a set of longer-than-stock YSS shocks, to sharpen the steering head angle.

The modern shocks are matched to a set of Yamaha R6 forks, held in place by CNC-machined yokes. With no front brake in play, Massimo liberated the lowers of their caliper mounts and cleaned them up.

The Harley’s new wheels use modified motocross hubs, laced to 19” anodized aluminum rims with stainless steel spokes. They’re wrapped in flat track rubber from Anlas in the UK. The stock swingarm is still in play, with a single rear disc brake handling stopping duties.

As a hat tip to the SX250’s history, Massimo retained the original fuel tank, retrofitting it with a new filler neck and a knurled aluminum gas cap. It’s matched to a fiberglass tail section, supplied by Kompotech. The only other bodywork is a set of number boards, which Massimo fabricated from aluminum.

JV Exhaust tackled the Harley’s pipe—a stunning TIG-welded affair with an expansion chamber designed to offer maximum torque lower in the rev range. (The oversized carb and pod filter do their part too.)

A striking orange livery finishes this Harley-Davidson SX250 flat tracker off in style. It’s not, as you might expect, a nod to the iconic XR750, but a re-creation of the bike’s original paint job, with the graphics tastefully extended to the new tail section. Like everything else on this build, it’s just bellissimo.

Fuchs Workshop Facebook | Instagram | Images by Christian Fussi, at the VR46 Ranch in Tavullia, Italy

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Mercedes-Benz will continue to offer combustion engines after 2030

Both Mercedes and Audi have just announced intentions to manufacture gas-powered automobiles for a long time. The Stuttgart-based carmaker’s CEO, Ola Källenius, said that staying with internal combustion engines for longer than anticipated was a “course correction” that was necessary. Simply said, the company has previously stated its intention to transition to electric vehicles “where market conditions allow” beginning in 2030.

A statement made by the chairman and chief executive officer of Mercedes was made in an interview with the German journal Auto Motor und Sport. He said that “electrified high-tech combustion engines will run longer than we initially expected.” In light of the unexpectedly delayed adoption of electric vehicles, he suggested a dual gas-and-electric approach as the best course of action: “Given the current state of affairs, I believe the best course of action would be for a well-established manufacturer to execute both tasks without ignoring either technology.” He did not name a specific date, but he did suggest that this would be the best course of action.

Quite erroneously, multiple individuals associate the EV industry in general with a decrease as promising EV sales targets established by auto companies are being relinquished by them. Though certain companies are experiencing the problem, such as the case with Mercedes, which reported a 23 percent fall in 2024, the industry as a whole is experiencing growth. The International Energy Agency reported sales of electric cars went up by more than 25 percent to 17 million units in 2017.

It is not only that, but according to the annual Electric Vehicle Outlook released by BloombergNEF yesterday, plug-in hybrid and electric vehicle sales will rise 25 percent this year compared to 2024 to just over 22 million units. It is expected that most, or nearly two-thirds, of the PHEV and EV sales are going to be realized in China, according to the same research.

China continues to be Mercedes’ most important market, much like its rivals, despite the fact that sales of combustion and electric vehicles fell by 7% to a total of 683,600 over the previous year. It is worth noting that Kallenius says that Chinese customers “do not simply use their cars to get from A to B.” It is also used by a great number of individuals as an extra living space. Possibly, this is the reason why the three-pointed star models that have been used in recent years have depended so heavily on displays.

Until the 2030s, the three most prestigious German automakers will keep offering a range of combustion and electric vehicles to satisfy customers’ needs. What will happen in nations that adhere to EU rules, which ban car companies from selling new cars with dangerous pollution emissions starting in the middle of the next decade, is still up in the air. Although the European Union is not backing down from its stance, some automakers may be hoping for a postponement of the ban.

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Gentleman’s Daily: A 1979 Harley Electra Glide Bobber from Japan

The Japanese custom scene has its leading lights; superstar builders with résumés that include coveted show trophies and high-profile OEM collaborations. But there are also highly skilled craftsmen who manage to fly under the radar—like the builder of this captivating Harley Electra Glide bobber, Shintaro Kido.

Kido-san runs his one-man shop, Kid Custom Factory, out of Fukuoka—a port city situated on the northern shore of Kyushu Island. He started his career at a factory that built formula cars in Suzuka, before turning his attention to custom motorcycles. He’s been operating as Kid Custom for 17 years already, but this is the first time his work has crossed our desk.

“Shintaro’s machines are by no means flashy,” says photographer Kazuo Matsumoto, who brought us this story. “However, if you look closely at them, you can see the intricate craftsmanship throughout, like beautiful works of art. Of course, he has a high level of knowledge and skill with engines, so these machines are also a lot of fun to ride.”

Shintaro is equally adept at customizing both modern and vintage machines, but this particular project called for a classic touch. The donor bike was a 1979 Harley-Davidson FLH Electra Glide, and the inspiration came directly from the customer. “Shintaro wanted the machine to have a calm, mature vibe—not extreme—because of the owner’s gentlemanly looks,” Kaz explains.

To kick things off, Shintaro stripped the bike down to nothing but its frame and Shovelhead engine. He focused on the chassis first, converting it to a hardtail with a wheelbase that’s almost an inch shorter than stock (a small change that made a big difference to the Harley’s stance). Closer inspection reveals a host of finer details—like the hollowed-out steering neck gusset.

The front forks are period-correct 35 mm Harley-Davidson FX units, but they’ve been modified extensively. Shintaro turned the fork lowers on a lathe to give them a smoother look, while also machining a custom top yoke out of a chunk of aluminum. The idea was to create a vintage European vibe for the front end—as if the bike was running classic Ceriani gear.

Shintaro also shortened the forks by two inches to complement the abbreviated rear section. The wheels are dead stock aftermarket ‘Seven Star’ items, originally manufactured by Asahi in Japan. They measure 19” at the front and 16” at the back, and are wrapped in Bates Baja tires.

A small, polished Harley-Davidson brake caliper grips a single front disc, with a Girling caliper slowing down the rear wheel.

All of the old Shovelhead’s bodywork is bespoke. Shintaro took cues from the iconic Sportster for the fuel tank design, but put his own spin on it. A recessed section at the top accommodates a leather panel, while bulged side sections add a touch of extra style.

The tapered end of the fuel tank has a molded feel, ‘wrapping’ around the frame rail as it meets the seat. Other details include a custom-made fuel cap, and wooden tank badges that bear the Shovelhead’s nickname. “Shintaro wanted the machine to have a refined look that would suit an old English town,” says Kaz, “so he decided to name the machine Chester, after a historic castle town in England.”

A ribbed fender floats above the rear wheel, with flared sides that match the sides of the fuel tank. It’s held in place by a pair of curved fender stays that testify to Shintaro’s obsessive attention to detail. Each piece is polished, with a recessed center section that sports a rough finish—a feature that’s repeated on the rear caliper mount and the footpeg brackets.

A handmade saddle straddles the space between the fuel tank and the rear fender. Upholstered by Shintaro’s friend and go-to seat guy, Ba Standard Leather, it wears a sophisticated stamped pattern.

There’s one more piece of bodywork—an oval tank, mounted under the seat. Half of it holds oil, while the other half holds a battery, key wiring components, the ignition barrel, and a couple of switches.

An open belt primary sits just below it, with a low-mounted taillight and license plate holder placed further back. The front turn signals sit low on the frame, with the rear units attached to the rigid rear triangle; both sets are bolted to custom-made tabs.

In the cockpit, narrowed handlebars are held in place by custom-made risers that are recessed deeply into the top yoke. They wear Biltwell Inc. grips, handmade bar-ends, integrated switches, an internal throttle, and a Kustom Tech brake lever. A Motogadget Motoscope Tiny speedo sits between the tank and bars, with a tacho mounted further back, just above the engine on the right-hand side.

The footpegs and brackets are handmade parts and include a foot-operated clutch. Gear shifts are done by hand, via a jockey shift that utilizes a custom linkage system. Shintaro wanted the shift lever to look like a traditional wooden knife handle—so he studied knife-making techniques, and used those to craft the piece.

Moving to the paint job, Shintaro called in another regular collaborator—Makoto at FFF. The owner had requested green (as a nod to his business’ branding), so Makoto laid down a lush green metal-flake base, complemented by pin-stripes, brushed aluminum details, and just a hint of filigree.

Finally, Shintaro drew on his experience building race cars to fabricate a high-mounted exhaust system, giving the otherwise elegant Shovelhead a sporty edge. The carburetor is an S&S Cycle part, while the cast air cleaner cover is from Fork Japan.

Skilfully blending modern and retro sensibilities, this Harley Electra Glide bobber is the mark of a craftsman at the top of his game. Frankly, we’re a little embarrassed that it took us so long to discover Kid Custom Factory.

Kid Custom Factory | Instagram | Images by, and with our sincerest thanks to, Kazuo Matsumoto

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How One Car Accident Can Impact Your Finances for Years

The emotional and physical consequences of a car collision can last for years, but the crash may also have a devastating impact on your finances. The short-term effects are inconveniences, but the long-term effects are those for which you deserve monetary compensation. We will explore those below:

Table of Contents

1. Medical Expenses and Rehabilitation
2. Long-Term Psychological Consequences
3. Long-Term Physical Consequences

Medical Expenses and Rehabilitation

Traumatic brain injuries are commonplace after car accidents, and they require that you go to the emergency room. After that, you will need further medical treatment for an extended period of time. This can add up to an astronomical amount of money. For example, experts determined that a traumatic brain injury can result in lifetime medical costs equal to $4 million. 

If you have a traumatic brain injury, you may not be able to work for several months. During this time, you will have lost wages, and this makes your financial situation even worse. Fortunately, the monetary compensation you would be entitled to would cover your past lost wages, current lost wages, and future lost wages. If you are unable to earn as much money as you earned before the car collision, you may be compensated for this as well. 

You may have to renovate your home. In a scenario where you need to sit in a wheelchair in the future, you will be required to get your doors and hallways expanded and ramps built in your home. You may need stairlifts and fittings for your bathroom, and these are known to be very costly. A sum of money for construction costs may be necessary after a car accident. 

You had more responsibilities than just supporting your family. You may have been responsible for childcare, housework, cooking, or maintenance. When you fail to do these things after an automobile accident, you have to employ a person to assist you in these actions. If you do receive money from an injury claim, it is possible that it could be garnished if you have other financial responsibilities, such as back taxes or court-ordered child support. All the expenses associated with your injury must be carefully accounted for to enable you to get the biggest reimbursements you are entitled to.

Long-Term Psychological Consequences

Being in a car accident also leads to psychological consequences for those injured and the witnesses. Both these groups of people experience post-traumatic stress disorder, or PTSD. Some people also develop anxiety, and this is particularly devastating when they need to get behind the wheel again. Extreme nervousness, while they are on the road, keeps them from performing their driving duties as attentively as is required. 

The fact that you or your passenger has emotional difficulties because of the crash also leads to another financial loss. For example, you may find that you require therapy or counseling sessions. You may also need to miss work because you are having difficulties dealing with the stress of the car collision. This adds to the financial burden that you experience because of a car crash.   

Long-Term Physical Consequences

Car collisions cause some of the worst physical injuries. Traumatic brain injury has been described previously and may cause certain disabilities that cannot be overcome, seizures, personality changes, motor disorders, cognitive deficiency, problems with speech, and memory loss. You might require treatment and therapy for such problems throughout your life.

There are also chances of patients suffering amputations during a car crash. This can happen in an accident, but it is also possible when they are in surgery and the surgeon feels that there is a need to amputate a given body part. This results in long-term effects including phantom limbs, blood clots, infections, and even movement. Psychological effects of amputation are equally devastating, as there is a lot of depression, and the issue is that the person feels so grieved.

Auto accidents also cause thermal burns through explosion or body engagement with any hot objects or debris. Some victims may even experience chemical burns when hot liquids make contact with their skin. This type of burn leads to permanent scarring that causes a great deal of distress. It also leads to repeated surgeries so that the victim can heal, and repeated surgeries are also very expensive. 

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