Just the Basics: Heiwa’s custom Suzuki TU250 Grasstracker

High-end custom motorcycles are often criticized for favoring form over function, but Kengo Kimura rides that line masterfully. As Heiwa Motorcycle, he’s racked up numerous awards—including multiple wins at the prestigious Mooneyes show. But he’s also fond of building real-world beaters like this sassy little Suzuki scrambler.

Simply dubbed ‘GrassTracker No0006,’ the bike was commissioned by a client, and follows a template that Kimura-san has developed over the last few years. It’s based on the humble 2000-model Suzuki TU250 Grasstracker Big Boy—a 250 cc single-cylinder commuter with classic charm.

Kengo typically picks either the TU250, or its variant, the ST250, for these scrambler projects, because they tick a lot of boxes. They’re uncomplicated machines with minimal bodywork, decent ground clearance and 19F/18R wheels that are perfectly suited for dual-purpose use. And since they only make 20 hp and weigh 273 lbs dry, brake and suspension upgrades are less of a priority.

That’s why this Grasstracker’s running gear has mostly been left alone, save for a fresh set of Dunlop D603 tires. Kengo’s focus here was on trimming the petite single down even more, refining its looks, and making it more fun to ride.

Kengo started by ditching the Suzuki’s stock trimmings, replacing them with a clever mix of modified and one-off parts. The aluminum fuel tank’s actually from a vintage motorcrosser; more specifically, a 1977 Suzuki RM250. Kengo modified it to fit the Grasstracker’s frame, and welded in a new bung for the petcock.

Behind the tank is a slim solo seat, covered in a tough grey vinyl. Kengo modified the subframe underneath it—cutting and looping it as short as possible without hacking into the stock shock mount gussets.

High-mounted custom fenders at both ends complement the Grasstracker’s classic scrambler silhouette. The front fender’s held in place by a tasteful hand-made bracket, and the rear is dressed with a Heiwa taillight and a tidy license plate bracket.

Kengo modified a vintage fog light to act as a headlight, then installed small bullet-style turn signals at both ends.

Up top are a set of off-road handlebars, complete with a bar pad adorned with Heiwa’s branding. The control area is sparse, featuring Renthal grips, mini vintage-style switches and a single mirror. A tiny off-the-shelf speedo, mounted to the left of the top yoke, keeps things street legal.

Kengo tweaked the wiring too, and relocated the ignition to a custom side panel on the left of the bike. Behind it, the airbox has been ditched in favor of a pod filter.

Take a peek at the other side, and you’ll notice a small hand-made fuel cell that would easily be mistaken for an oil tank on an older bike. It carries less than a gallon of fuel, which, as Kengo puts it, is enough for “emergencies when entering the mountains.”

It’s not plumbed into the main tank though. Instead, it pops off via two bolts under the seat, acting as a jerry can of sorts. And since the filler cap is decently sized, easily accessible and set at an angle, it’s possible to top it up while it’s still attached to the bike.

Ultimately there’s nothing wild going on here—just a well-judged set of mods that add up to a cute commuter that can cut loose on weekends. We’re loving the monochrome livery too, executed by frequent Heiwa collaborator, Ninben.

But our favorite mod is undoubtedly the stainless steel exhaust system. Kengo opted for a pair of high-mounted shotgun pipes on this build, protecting the rider’s leg with an elegant custom-made heat shield. It looks perfect, and probably sounds killer too.

We’re regularly reminded of how much fun small bikes can be—but we seldom expect those reminders to come from award-winning custom motorcycle builders. Here’s hoping that Kengo finds enough time between his bigger projects to keep producing sassy little rippers like this.

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Slick Brick: TooHard re-engineers the BMW K75

You never know what to expect from TooHard Motor Co. A few months ago, the Spanish garage wowed us with a stunning Gixxer restomod; before that, we saw a Triumph Trophy bobber and an R9T café racer.

This time, they’ve turned up with a K75 that looks nothing like the machine BMW launched in the mid 80s. But after checking out the spec sheet, this build will certainly handle much, much better.

The K75 series was a mainstay of the BMW range for just over ten years. With a three-cylinder engine, Bosch fuel injection and 75 horsepower on tap, it was a pretty good middleweight bike—but it never really took off in Germany.

Spain was one of the biggest markets for the K75, and there are plenty of secondhand examples around the Iberian peninsula.

The most obvious mod that builders Jose and Bea have made is the tank: the bulbous, oddly-shaped stock item has been switched out for a classic R80GS unit, which had to be modified internally to get it to fit.

The real engineering is in the suspension department, though. TooHard have installed GSX-R forks, with a custom-designed and CNC-machined top yoke to hold everything together.

At the back, the swingarm, shaft drive and linkages from a K1100 have been cleverly grafted on. It’s a much beefier and more sophisticated setup, with a new Öhlins shock providing much-improved damping.

The looks remain distinctly retro though, helped by spoked R1150GS wheels front and back. At F19/R17, they’ve gone up a size at the front and down a size at the back.

Practicalista types will be glad to spot the fenders. The front unit is adapted from an R nineT, and the rear is a modified Rizoma item secured with a handmade bracket.

The brake system is another effective amalgam of parts, this time with GSX-R calipers at the front and a R1150GS setup at the back, carried over with the wheel. An Accossato cylinder sits on the bars; the high-end Italian company also supplied the new clutch cylinder.

The K75 engine is grunty, and required no heavy duty tuning. But TooHard have tweaked the breathing with a modified air box (and mods to the air flow meter to match), plus a handmade exhaust system from Unit Garage with a titanium muffler.

The cooling system is often a weak point on a bike that is three decades old, so TooHard have also installed a new radiator and refreshed the coolant plumbing.

The grinder came out for the subframe, to correct the massive overhang of the stock bike. Sitting atop is a simple seat unit with a café hump, upholstered in black leather with tuck and roll stitching.

The rest of the heavy lifting is hidden. The K75 has been rewired with a simplified loom and a full suite of Motogadget goodies. An mo.unit control box is the hub, a Mini speedo is flushed into the headlight bowl, and the turn signals are discreet LED units all round.

The clip-on bars are graced with slick mo.switches, glassless aluminum mirrors, and new grips. And there’s keyless starting via a digital ignition lock—an innovation that would have been unheard of when this K75 left the factory in Berlin.

As always with builds like this, there’s an argument for leaving the original bike unmolested. But given the choice between this whip and a stock K75 in the garage, we know which one we’d rather ride.

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Still Got It: OWM scrambles the outgoing Harley Sportster

With the release of the Nightster, the decades-old Harley-Davidson Sportster has now fully passed the torch on to the next generation. But even though the ‘old’ Evo Sportster is starting to vanish from showroom floors, it remains iconic, and will stay a popular custom build donor for years to come.

Yesterday we showcased one of the first custom variants of the new Sporty. Today, we’re shifting focus to a scrambler based on one of the outgoing models: the Harley-Davidson XL1200CX Sportster Roadster. Built by Julian von Oheimb at One Way Machine, it’s definitive proof that the classic Sportster’s still got the goods.

Julian’s client actually discovered One Way Machine by chance. He was enamored with an older Sportster scrambler that Julian had built, and had something similar in mind. So he sourced one of the last brand new Sportster Roadsters from a German dealership, and sent it over to the OWM workshop in Staufenberg, north of Frankfurt.

“The goal was a sporty and aggressive bike,” says Julian. “One that can really ‘go’ on the road, but also works off-road. All in all, it had to be a typical OWM build—timeless design, special sheet metal work, sharp details and tasteful finishes.”

The first change was a classic Sportster mod—Julian stripped the bike down, and lopped off the rear fender struts. Then he started sourcing the right parts for the build, including an aftermarket fuel tank that looked like it would work.

In reality, the tank took a lot of fettling before it fitted as it should. The tunnel was too narrow, there was no flange to mount the fuel pump, and the mounting points had to be redesigned. Julian ticked all those boxes, then added a custom fuel cap from Handcrafted Choppers.

For the back half, he fabricated a steel tail piece that loosely blends flat tracker and scrambler aesthetics. It sits on a hidden mounting frame, and is capped off with a vintage leather seat from VP Autosattlerei. The arrangement is elegant—from the pleated design on the seat, to the way Julian has ‘boxed in’ the back end of the tail.

Rear light and turn signal duties are handled by a pair of combination LEDs from Kellermann, mounted just aft of the upper shock mounts. The passenger pegs are gone, and the license plate’s now mounted lower down, on a bracket attached to the left of the swingarm.

In front, Julian dressed the Sportster with a shorter front fender, and a handmade number board-style headlight nacelle. Sporting a drilled design, it packs a pair of LED projectors behind a polished grill, with a cutout for the OEM speedo higher up.

Behind it you’ll find a set of Biltwell Inc. bars, fitted with new grips from Speed Dealer Customs. Julian also installed a bar-end mirror, and a complete set of levers and switches from Rebuffini. All the wiring runs inside the bars, with a pair of Kellermann turn signals hiding under the levers.

The Roadster comes standard with 19F/18R wheels, but they’re cast alloy numbers, and this project called for spokes. New rims were laced up in the same sizes, then wrapped in Heidenau K67s; trials-style tires that work on the street too. The brakes are stock, save for new front discs from Zodiac, and a new back disc from CCE.

The bike’s original upside-down front forks are still in use, but the rear’s been lifted with a new set of Öhlins shocks.

Julian also converted the Sportster from a belt to a chain drive, with a one-off rear sprocket geared for off-road use. The front sprocket guard, and the foot pegs, are Roland Sands Design parts.

Tasty bolt-on bits are sprinkled all over this build. The low-slung two-into-one exhaust came from MCJ in Italy, and includes a lever-operated valve that alters the amount of noise it makes. And the ribbed air cleaner was supplied by our good friend Winston Yeh, at Rough Crafts in Taiwan.

Julian picked typical OWM finishes for his client’s Sportster scrambler: lots of satin black, with subtle striping. BK Lack GmbH handled the former, while Chikos Pinstriping did the latter. Custom OWM badges on the tank add another unique touch.

Extra contrast comes from the ribbed cam and primary covers, and the delightfully retro rocker box covers. Created by EMD in France, they add just a hint of classic style to this 21st century Sportster.

Once the Sportster was buttoned up, Julian put it through over 120 miles of test riding, tuning and adjusting things as it went. That’s because this bike ain’t no show pony, and is already being put through its paces (on both asphalt and dirt) by its happy owner.

“The bike is a perfect daily rider,” says Julian. “It rides well, brakes well and is absolutely reliable.”

So what’s next for OWM? “I actually specialize in ‘big twin’ Harleys,” says Julian, “but every now and then I leave that path. I’m currently working on a Pan America, which will be built in the style of the Paris Dakar rally bikes.”

Here’s the old school, and the new!

One Way Machine | Instagram | Images by Hans Ostermann

 

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Hello Darkness: Hidemo debuts a 2022 Nightster custom

It’s only three weeks since Harley-Davidson pulled the sheets off the 2022 Nightster, giving us a look at the spiritual successor to the original Sportster. But six months ago, pre-production versions of the new bikes were discreetly delivered to a select group of five customizers in the US, England and Japan.

Hideya Togashi was one of the first people outside Milwaukee to see the new machine. He needs no introduction here; he’s been running the Hide Motorcycle workshop for twenty years, and has won the supreme award at the Yokohama Hot Rod Custom Show not once, but twice. He’s also famous as a Sportster specialist.

The story started in December last year, when Harley-Davidson HQ contacted Togashi-san. Would he like to take part in a custom project for an upcoming new model?

“The Nightster name was not mentioned, because it hadn’t been launched yet,” says Togashi. “It was a great honor to receive the request. I was nervous, not knowing details of the bike, but I didn’t need long to accept!”

After signing a contract, Harley told Togashi that the donor bike would be the 2022 Nightster. He would get just 60 days to build his custom, and the Revolution Max 975T engine must remain untouched.

As soon as Togashi was on board, he saw images of the Nightster. “My first impression was that they had recreated the style of the ‘old’ Sportster,” he says.

As he waited for the Nightster to arrive at his Kawasaki City workshop, Togashi started planning the build. Given the tight deadline, his first thought was to use a few commercially available aftermarket parts to achieve the Hidemo style.

The day before Christmas Eve, the Nightster turned up. “I took it apart and looked at its skeleton, and realized that the plan I had initially envisioned would not work,” he says. “I have built over 100 customs based on the Sportster so far, but I could not use that experience. The Nightster was a completely new Harley.”

Togashi sat down with Naoya Watari, who has helped him at Hidemo for many years. “The time we spent working on the concept was unthinkably long.”

“When I saw the new front frame and electrical wiring details, I realized that everything about the Nightster was different from the previous Sportster. The ‘old’ Sportster has a wide range of customization possibilities because of its transmission-integrated OHV engine, and the simplicity of the frame structure that holds it.”

After many sketches, Togashi and Watari decided on the street tracker style. “It’s a style and term that emerged from the Japanese custom scene in the late 1990s and early 2000s,” says Togashi. “This style has had a strong influence on custom bike culture, and it’s the cornerstone of Harley custom culture in Japan.”

The Hidemo crew took the Nightster apart and measured everything up. They noticed that front of the frame has a V-shape approaching the steering head, with the ‘tank’ cover in the center. (It’s actually hiding the airbox, with the real fuel tank and its filler cap under the seat.)

It meant they couldn’t change the width of the ‘tank’ to make it look slimmer—or move it back and forth to make the body more compact. “It is also difficult to change the shape of the cover, because it is packed with wiring and electrical parts,” says Togashi.

Hidemo have not modified the main part of the frame, because it’s critical to the identity of the 2022 Nightster. And they decided to make their changes mostly bolt-on, so they could be replicated by future Nightster owners—right down to the custom header pipes and carbon mufflers.

The new bodywork was shaped up using Styrofoam, and then clay to create more detailed lines. Then it was time to hand-hammer aluminum sheets.

The back end of the frame, which is a rear suspension mounting point, is new and wider than stock. The traditional ‘fender strut’ is gone and the upper shock mounts have been moved about 15 cm forward, to create an illusion of a longer tracker-style swingarm.

The tail unit, which is part of the one-piece body, makes the frame appear to taper at the back—because the front part of the bodywork and ‘number board’ are intentionally broad.

“The front cowl plays a very important role in this bike,” Togashi notes. “Given the width of the radiator on the 2022 Nightster, it must have a certain amount of volume to balance the entire body.”

It’s the size of a typical flat tracker number plate, but reinterpreted with sharp edges and complex curved surfaces, wrapping around the fork tubes and hiding the triple trees. German-made ABM handlebars sit right behind, with a compact speedo repositioned to below the tank on the left side.

Inspiration for the sleek monocoque came from the other side of the Pacific Ocean. “I have adopted the style and techniques of Tracy’s Fiberglas Works,” Togashi reveals.

“The one-piece bodies designed by Tracy Nelson became popular in the 1960s and 1970s. They’re symbolic of the custom scene at the time. Watari has a wealth of knowledge, and he and I spent a lot of time exploring the possibilities for the paint scheme.”

The paint was shot by Keen Edge and the orange, of course, is a traditional Harley color. The Sportster graphic on the ‘tank’ is another, slightly cheeky, nod to the past.

Hidemo’s tracker is very easy on the eye, and a brilliant opening salvo for the flood of Nightster customs we’re likely to see in coming years. But the build itself was far from easy for Togashi and Watari, despite their skills and experience.

“It was a new challenge for Hidemo,” Togashi admits. “It was a difficult project, but we are happy with the result.” We bet Milwaukee are, too.

Hide Motorcycle | Facebook | Instagram | Harley-Davidson Japan | Images by Hiromitsu Yasui

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