The $100k Club: Three Boutique Motorcycles with Six-Figure Prices

Motorcycles have long been the cheap way to go fast, but in today’s world of excess and insane tech, the concept of a bike with a six-figure MSRP is old news. Consider the Ducati Superleggera V4, Honda RC213V-S, Mike Hailwood NCR MH TT and numerous others. Across the majority of these machines, novelty and trickle-down race technology abound. But these days we’re seeing a new way to build a motorcycle worthy of $100k. These three fresh six-figure offerings from Praga, Arch and Aston Martin & Brough Superior vouch for a new boutique bike experience, boasting exclusivity, image and varying levels of technology.

Which begs the question: which (if any) of these rides is worth punching a six-figure ticket?

Praga ZS 800 Everything old is new again, and in the case of a sultry, record-setting 500 cc twin-cam from the 1930s, history was worth repeating for Czech Republic-based Praga. In the wake of Praga’s new high-tech Bohemia supercar, the company also unveiled the new ZS 800 as a limited-edition bobber packed with exotic materials and trick engineering, all wrapped up in an evocative package.

The price of entry? $92,000. 

There’s a thin line when mixing nostalgia and modern technology, and the crew at Praga have done a tremendous job at creating a modern bobber that hasn’t forgotten its roots. In spirit, the ZS 800 is a modern interpretation of the first bike to wear the Prada badge — the storied BD 500. Praga had been building automobiles and components in Prague since 1907. But in 1929, the company purchased ČKD’s motorcycle business, and along with it came the work of a bright young designer named Jaroslav František Koch.

Koch had designed a brilliant 500cc dual overhead cam, single-cylinder bike back at ČKD, and Praga readily rebranded it as the Praga BD 500. The 15 hp single allowed the BD 500 to reach 65 mph, and Koch himself set a record on the bike by traveling from Rome to Prague in 35 hours and 40 minutes. 

Fast forward nearly 100 years, and Praga is back to building cars, this time the high-tech Bohemia supercar. While he wasn’t working on the Bohemia, engineer ​​Jan Žuži dabbled with the concept of a modern ode to the BD 500, and somewhere along the way, the higher ups at Praga got on board with the project. No stranger to two wheels, we can see Žuži and his fellow designers threw all of Praga’s technical resources into the project, and religious application of carbon fiber, titanium and CNC-machined chromoly immediately suggests that this bike is more than just a throwback. 

Remember when we said the Praga ZS 800 hasn’t forgotten its roots? The ZS 800 is based on a rigid frame, so there’s no rear suspension other than the Öhlins shock under the seat. It also uses a girder-style front fork, drum brakes and an air-cooled Kawasaki parallel-twin, sourced from the W800 model. 

But dig a bit deeper and the tech hits you like a speed bump at 60. The frame and girder fork are chromoly steel, and loaded with beautiful CNC-cut joints. Like the saddle, the fork is suspended by an Öhlins shock with a titanium spring, and the whole piece is alloy art on its own.

The fuel tank was crafted from forged carbon fiber, but that’s somewhat of an illusion, as the actual fuel tank looks to be a CNC-cut aluminum component, used as a structural part of the chassis. The carbon tank covers compliment carbon fender struts and the chain guard, but most notably, the wheels. 

While they emulate an old-school wire, the wheels are also constructed from forged carbon fiber, laced with tensioned carbon spokes — talk about making a statement. Trick machined covers direct air across the hydraulic drums, and vintage-looking, 18-inch Dunlop rubber completes the look. 

Under the saddle, a Kawasaki-sourced 800 cc air-cooled twin supplies 50 hp to a five-speed transmission. Praga cites that the Kawasaki’s bevel-gear cam drive pays tribute to the period, and it’s certainly the most approachable engine on our $100k list, but needless to say underpowered among its peers. Its published dry weight of 313 lbs makes it the lightest, however, and weight distribution is said to be 50/50. 

Just 28 Praga ZS 800s will be built, and you’ll have to shell out $92,000 to get one. For its part, we’ll admit that the ZS 800 is the most affordable bike on our list, and certainly the easiest to hop on and ride — especially for less experienced pilots. If it’s nostalgia that trips your trigger, the Praga is sure to make a statement wherever it goes, and we’re willing to bet you won’t find another one in the parking lot.

Arch Motorcycle 1s The sport cruiser market is hotter than ever, with Indian, Buell and Harley Davidson unleashing more aggressive bikes targeted at the performance-minded masses. But California-based Arch Motorcycles takes its stab at the top 1% of the market with the new 124 ci S&S-powered Arch 1s.

The boutique experience that starts long before the first weld bead, and ends with you writing a check for $128,000. So what do you get for the money? Let’s dig in.

Arch Motorcycle formed in 2011 as a somewhat of a meeting of the minds, between famed actor and enthusiast Keanu Reeves and bike builder Gard Hollinger. The two had met several years prior, when Reeves tasked Hollinger with building a fully custom Harley Davidson, with nearly every aspect of the bike reworked. Reeves was floored over the bike’s performance, and he eventually convinced Hollinger to go into business together.

Since then, the duo has made a name for themselves perfecting what they call the “American performance cruiser” ever since. Their razor-sharp designs emphasize performance through mechanical simplicity, and the most trick raw materials money can buy. 

The new Arch 1s builds on the previous KRGT-1 model, with more aggressive geometry and ergonomics, and the same thundering S&S 124 ci v-twin. The whole package is much tighter than the KRGT-1, with a shorter wheelbase, more aggressive rake and a chiseled new single-sided, billet-aluminum swing arm. The bodywork is made up from various carbon fiber and aluminum bits, and facilitates more aggressive ergonomics than the KRGT-1, as does the switch from forward to mid-mounted controls.

Underneath the skin, a steel mainframe supports the neck and air-cooled mill, while a billet-aluminum subframe supports the rear suspension. Fully-adjustable Öhlins suspension keeps the bumps in check, and ISR four- and six-piston brakes with standard ABS should provide more than adequate braking for spirited riding. 

Thinking back on the company’s earliest days, it comes as no surprise to see an S&S-sourced, air-cooled v-twin between the frame rails. The 124 ci, T124 engine was designed as a nice upgrade for 2007 to 2016 HD big-twin models, and Arch turns the heat up a bit with a custom stainless exhaust and intake system. Arch reports 115 lb/ft from the 2,032 cc v-twin, routed through a proprietary six-speed transmission to the 530 O-ring drive chain.

17-inch BST carbon fiber wheels are wrapped in Michelin Power RS rubber, sized 120/70 and 240/45 respectively. Dry weight comes in at 563 lbs, roughly 30 lbs lighter than the KRGT-1, but definitely the heaviest bike in the $100k club by a significant margin. 

Naturally it takes more than trick materials and a torquey v-twin to command a six-figure price tag, and the Arch 1s makes up the difference with unique flair. The ignition key is made from billet aluminum, and activates a full-color LCD dash. Want to make fuel stops more fun? How about an exotic billet aluminum fuel cap that hinges up from the fuel tank?

Also hidden in the carbon fuel tank, is a unique induction system that funnels fresh air through filters and down into the throttle body. The kickstand, controls and the belt drive cover are all made from billet aluminum as well — all pieces of functional art in their own right. Your investment in the Arch 1s also includes the opportunity to customize the appearance and ergonomics of the bike with the design team, ensuring the seat and controls are set up for your riding style. 

The Arch 1s leads the class in terms of a boutique buying experience, and we’re down with the all-American performance cruiser image. Sure, the 1s could stand to lose a few pounds for the price, but on our list, the Arch is the most rideable bike. Rideable as in, hop on and watch the odometer climb, and that’s what it’s about, right?

Aston Martin & Brough Superior AMB 001 Pro A luxury automaker teams up with a motorcycle manufacturer to build a hypercar-inspired track bike. That sounds expensive, and it is.

But in the case of the Aston Martin & Brough Superior AMB 001, these two historic English names seem to have brought out the best in each other with the limited-edition, 180 hp AMB 001, unveiled in 2019. With all 100 limited-edition bikes sold, the duo has now upped the ante with the new 225 hp AMB 001 Pro, limited to just 88 units.

If the Brough Superior name is unfamiliar, here’s a quick refresher. Brough Superior was founded in 1919, after George Brough left his father’s company, Brough Motorcycles. Seeking to maximize quality, each Brough Superior product was allegedly assembled twice. 

After initial assembly, the bike was torn back down for the required paint and plating work. Also every finished bike was tested and personally certified by Brough himself, and if the bike failed to meet his approval, it was sent back to the factory until it did. Brough Superior motorcycles were considered the Rolls-Royce of the bike world before production ended in 1940, when the facility was retooled to build crankshafts for Rolls-Royce Merlin engines during the war effort. 

Fast-forward to 2008, and the Brough Superior name was acquired by enthusiast Mark Upham, who met with French designer Thierry Henriette to design a new line of Brough Superior bikes. Production began in 2016 under Thierry’s ownership, and several high-end cruiser models have debuted since.

While Brough Superior’s recent offerings have become increasingly exotic, the 2019 partnership with Aston Martin, and the resulting AMB 001, is a significant leap in performance for the marque. Taking inspiration from Aston Martin’s Valkyrie AMR Pro hybrid supercar (of which only 25 are to be built), the AMB 001 Pro is the next level for the Aston and Brough Superior partnership, boasting new aero and a more powerful 997 cc v-twin. 

While the AMB 001 Pro looks a lot like its predecessor, performance is said to be a new extreme, given a 25% increase in power that puts it on par with a Formula One car in terms of power to weight. The heart of the matter is a new turbocharged 997 cc DOHC v-twin, that’s CNC machined from a solid block of AL5000 aluminum.

More detailed specifications on the engine are few, but we would assume a variable geometry turbocharger and intercooler were used, as in the AMB 001. Power is reported at 225 hp, delivered through a six-speed transmission with a slipper clutch, and dry weight is listed at 386 lbs. 

The (presumably) all carbon fiber bodywork is very similar to the AMB 001, with the exception of new front aero. A carbon front spoiler is affixed to the body, along with stabilizing wings to improve downforce. Other aero features along the body are said to create a tunnel effect, directing air around the rider, along with a rear fin to improve stability.

Aston and Brough Superior also wax poetically about how thin (in microns) the badging is on the bike. I suppose there’s a level of performance where that’s relevant, but I question it here.

There’s clearly plenty to talk about with the AMB 001 Pro, without even touching on the other mechanicals. In broad strokes, the bike’s based on a full CNC-machined aluminum chassis with the engine as a stressed member. A Fior-type fork is used up front, while the rear swingarm pivots from the engine cases — both made from CNC-cut aluminum with adjustable mono-shocks.

Michelin track slicks wrap the 17-inch carbon fiber wheels, with the rear being a solid carbon disc. A pair of radial four-piston brakes and a single two-piston rear provide clamping force. Just one livery is offered, denoted as Aston Martin Verdant Jade, with matte-finish carbon fiber and Cerakote mechanicals. 

Billed as an even more exclusive ride than the previous AMB 001, it should come as no surprise that just 88 AMB 001 Pros will be built, and the price hasn’t really been published. Considering the 100 AMB 001s built sold out at $120,000 a piece, expect to pay significantly more for the Pro.

We can confidently assume that the AMB 001 Pro is the most expensive bike on the list, but then again, it really should be. Dollar for dollar, the Pro really feels like a six-figure bike with six-figure technology and image. The downside, of course, is that it’s built for the track only.

All three of these boutique motorcycles are an exclusive experience in their own way, and it all comes down to what you want to show for your six-figure investment. Nostalgia, techy road performance or the nth degree of engineering attainable in a “production” bike.

For your money, I’d buy the Aston. For mine, I’d have the Arch.

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Speed Read, March 19, 2023

Your weekly dose of moto-goodness kicks off with two motorcycles that put the “Speed” in “Speed Read.” We start with a supercharged vintage Triumph drag bike, then follow it up with a peek at the new KTM Super Duke RR. Bringing us home are a cheeky Suzuki DR650 street tracker, and a rare Swiss-made, Ducati-powered scrambler.

Supercharged Triumph 750 drag bike by Weems Motor Co. What, really, is a motorcycle? In its purest form, we’d say it’s a frame, two wheels and an engine. So the drag bike that Jared Weems of Weems Motor Co. has built here is effectively the quintessential motorcycle. What it lacks in bodywork, it makes up for in length… and power.

That’s because this incredible machine was built for one purpose—to rip down a drag strip, fast AF. But what exactly is it?

Well, it’s a supercharged 1956 Triumph 650 motor, bolted to a hand-built frame that has been stretched five inches with a 2.5” drop at the neck. The backbone of the frame is the oil tank, while the two ‘tanks’ on either side house the fuel. The bars are custom, as are the internal clutch and throttle systems.

It runs on alcohol, which is cooler than regular gasoline (both physically and metaphorically). That means that Jared could get away with shaving the cooling fins from the heads, thus saving precious ounces of weight. With new aluminum cylinders (bumping the displacement up to 750 cc), the engine looks utterly unique.

There are plenty of details to enjoy. Note the exposed rocker arms and pushrods, and the clear window that exposes the cam gears and oil pump. It’s mechanical art at its best.

As if that isn’t enough, Jared also bolted an AMR300 supercharger to it, running a 1:1 ratio at 6 lbs of boost. It’s got a rare Wal Phillips mechanical fuel injection system, too. Rounding out the spec are authentic Invader wheels, with an extended and widened swingarm.

Not surprisingly, Jared took out the top spot for ‘Best Competition Motorcycle’ at the last Born Free show. There’s only one thing left to do now; actually run the bike down the drag strip to see what it can really do. [Via]

KTM 1290 Super Duke RR Like an invading force of seafaring rapscallions, KTM agrees that the more Rs, the better. This is the 2023 Super Duke RR, and its numbers are astounding. It’s a two-wheeled pirate ship that would leave even the Black Pearl dead in the ocean.

The Super Duke RR’s 1,301 cc V-twin produces 140 Nm of torque and 180 hp, while the entire machine weighs 180 kilos [397 lbs]. Math was never my strong suite, but even I can recognize a 1:1 power-to-weight ratio when I see it. It certainly puts the “Hyper” in Hyper Naked.

Putting all that power down to the road requires top-shelf suspension, which KTM were happy to supply. Up front is a set of WP APEX PRO 7548 close cartridge forks, tailor-made for the RR. The back end is held in check by a WP APEX PRO 7746 shock absorber, and KTM also threw in a WP APEX PRO 7117 steering damper for good measure.

How did KTM shave 11 kg from the 1290 Super Duke R Evo that preceded the RR? Extensive use of carbon fiber, for a start. The subframe, single seat, and all the body panels are made of carbon.

The wheels are ultralight forged units, and the standard battery has been replaced with a lightweight lithium-ion battery. A full Akrapovič EVO line exhaust is also available for the bike as an optional extra.

Look, we all know that KTMs aren’t the prettiest of bikes—but we can’t deny their pursuit of form. The RR is angular, aggressive and, frankly, kinda scary-looking. But that’s the idea behind a Hyper Naked, right?

You also can’t argue with how nicely the bright orange frame pops against all that carbon. That, and the fact that it makes 180 horses. Numbers are limited to just 500 units—so if you’ve always dreamed of becoming a pirate, now is your time. [KTM]

Suzuki DR650 by 485 Designs I don’t know if it’s coincidence, internet algorithms spying on me or both, but I’ve seen a number of tasty Suzuki DR650s for sale lately. The reliable, go anywhere, do anything motorcycle is also a popular base for custom builds—from retro adventure bikes to café racers, and everything in between.

However, above all they make for good street trackers and supermotos. Someone who shares this sentiment is Nick Mercer of 485 Designs. He’s based out of Colorado, and this is his excellently-proportioned custom DR650.

To be honest, there isn’t much of the original DR left—only the main frame, engine and swingarm remain. The plastic bodywork is gone, replaced by metal, metal and more metal.

The front end is from a Suzuki GSX-R, complete with twin Tokico brakes; a huge improvement over the stock DR650 single disc. The front end has lowered the ride height considerably, as has the new 17” front wheel. A new set of ProTaper Contour bars were bolted on too, along with a full set of electrical upgrades.

The tank (painted black and gold to match the new front end and wheels) is from a KZ-model Kawasaki. The engine looks mostly stock, which isn’t a bad thing due to the incredible amount of weight it looks like Nick has shaved off the ol’ bush basher.

Nick did fabricate a new stainless steel exhaust for the bike though, because, well, look at it. It’s perfect. The whole factory back end went in the bin, replaced by a custom subframe which Nick has ingeniously cantilevered over the back tyre.

With a matching 17” rear tyre, shod in sticky modern rubber, it has been reported that this thing absolutely rails through the canyons. It’s easy to see why. [Via]

On auction: A rare Condor A350 We love a good vintage Italian motorcycle and this one is high up on the ‘pretty cool’ list. This is a Condor A350—and if you’ve never heard of them, that’s ok, neither had we until now. Luckily, our buddy Ben Branch over at Silodrome is a master of unearthing obscure motorcycles.

The Condor A350 was built in Switzerland (of all places) for the Swiss Army, with production starting in the 1970s. Who knew the Swiss had much more at their disposal than just a cool multi-tool? That said, that’s kind of the whole purpose of the Condor A350—tough, reliable and long-lasting, you could say this is the motorcycling cousin of the Victorinox Swiss Champ.

Everything was built in Switzerland except for the engine and suspension. For those items, Switzerland looked to Italy, with Ducati supplying a 350 cc engine and Marzocchi originally supplying the suspension (before Condor switched to Koni).

The cooling fins on the 90-degree bevel-driven overhead cam engines are immediately recognizable as Ducatis. The Ducati 350 Scrambler engines were all specced for Condor with a lower 8.2:1 compression ratio for when the army had to run lower octane fuels. The mufflers were designed to be as quiet and stealthy as possible; they were even coated in a non-reflective aluminum-based white paint.

Condor made about 3,000 A350s and, amazingly, they were being used by the Swiss Army up until the 1990s. After they were retired they were offered for sale to the general public, making them very cool collector’s items.

If you’d like to own a piece of interesting motorcycling history then you’re in luck—this particular example is for sale through The Market by Bonhams right now. We can’t help but feel that the price guide of $1,500 t0 $2,000 doesn’t quite reflect how cool this bike really is. So go ahead, grab yourself a cheap-ish future collectable. [Via]

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Tiger Shark: A Yamaha SR400 street tracker from Taiwan

The venerable Yamaha SR400 has been customized in every way imaginable—which is a testament to both the plucky little single’s longevity and its versatility. This 1988-model comes from Ken Ken Motorcycles in Taiwan, and it’s the perfect example of this. It combines the stance of a street tracker with the sensibilities of a chopper, to create something truly unique and charming.

Based in the port of Kaohsiung, Ken Ken Motorcycles is the one-man-operation of Ken Ken Jung. He isn’t short on imagination, and his portfolio spans myriad makes, models and custom build styles.

“The style is a mix between scrambler and tracker,” says Ken. “We kept it old school with some new ideas. Almost 70% of the components on the bike are hand made.”

The good news for Ken, was that the Yamaha SR400’s engine was in a decent condition; hooray for Yamaha’s legendary reliability. Most of the work happened on the outside, where he fitted a Keihin carb and a pod filter. Some of the engine’s original patina is still present, but other bits have been cleaned and polished.

The SR400 stands a little taller now, thanks to a set of forks scalped from another bike, and aftermarket rear shocks. Ken wrapped the fork uppers in custom made sleeves to bulk up the front end, and built a flat headlight nacelle that blends tidily with it.

The original hubs were relaced to a set of 19F/18R wheels. Ken decided to keep the drum brakes at both ends, but fabricated a ribbed aluminum cover for the right side of the front hub. The trials-style tires are from Shinko.

Next, Ken went to town on the frame by lopping off and rebuilding the subframe. It’s a cut above your average cut-and-shut job though, and is littered with tidy details. Note the end caps and recessed fasteners on the rear fender struts, and the drilled dress-up plates on the frame gussets.

Sitting up top are a custom-made fuel tank, seat pan and rear fender. There a hint of the SR400’s original design in the fuel tank’s silhouette, but the entire arrangement is refreshingly unique. The tank flows neatly into the seat, which is separated from the rear fender by a boxy tail ‘bump.’

Tucked into the frame triangle below the seat is a bespoke battery box that shows off more of Ken’s creativity and skill. Like the front hub, it’s adorned with ribs—this time echoing the pleated stitching on the custom seat. Ken also fabricated a sump guard for the Yamaha, new mounting plates for the foot pegs, and a host of other stuff that he’s probably forgotten to tell us about.

The few off-the-shelf that the SR wears fit right into the vibe that Ken has created. Those include a set of flat tracker bars from Bratstyle Japan, foot pegs from Posh Japan and grips borrowed from a SYM Wolf 125. A single mirror sits next to the top yoke, with vintage-style micro switches adorning the bars.

Bullet-style turn signals sit just behind the upper shock mounts at the back, and on a custom mounting bar just in front of the engine. The taillight’s finned housing is a custom part—and the bike even features a sensibly-located license plate mount. Finishing things off is an elegant high-mounted exhaust, running up the left side of the bike.

The bike’s earned the nickname ‘Tiger Shark,’ so Ken opted for a livery to match. Executed by Jeffrey’s Finishing Touch, the paint job is meant to mimic a row of shark fins. The effect is carried all the way to the rear fender; sitting in between is upholstery by Chac Leather.

Ken’s Yamaha SR400 has just the right balance of slick and raw finishes, with an easygoing nature that belies just how much work went into it. We’d ride it—and show it off at our local hangout—in a heartbeat.

Ken Ken Motorcycles Facebook | Instagram | Images by 蔡宗蒲 | With thanks to Saoirse Tien

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Silver Arrow: Crooked’s svelte Yamaha XS650 café racer

Despite the company’s name, there’s nothing misshapen about Crooked Motorcycles‘ latest custom bike. This svelte Yamaha XS650 from the German shop is straight as an arrow; a riff on classic café racer style, infused with a little bit of Crooked’s personality.

It’s no accident then, that the shop has nicknamed the XS650 ‘Silver Arrow.’ “Right from the start, it was all about creating a clear line and still making the bike as rideable as possible,” Crooked co-founder, Dominikus Braun, explains. “The concept was minimal weight, a monochrome design and a clean silhouette.”

Crooked started with a 1978-model Yamaha XS650. Most of the running gear was usable—but the engine and wiring were tired. So the guys rebuilt the motor, and rewired the bike around a Motogadget control box.

Next, a set of Mikuni flat slide carbs went on, fitted with K&N pod filters. On the exhaust side, Crooked built a pair of tightly-tucked headers, terminating in a pair of silencers from the German exhaust specialist, Hattech. None of this was plug-and-pray though; Crooked tuned the carbs to make sure everything played nicely together.

Crooked were dead set on eking as much performance as they could out of the 45-year-old Yamaha, but they didn’t want to bore out the engine. So they added lightness instead.

That meant ditching the stock bodywork and starting over. The team modified a dainty Honda CB50 fuel tank to fit the XS650’s frame, then fabricated a modular bikini fairing of sorts. The slim front fender, tail bump and discreet inner rear mudguard are all custom pieces too.

“Ultimately, this gave us a weight reduction of about 25 kg [55 lbs],” says Dominikus. “This has greatly contributed to an improvement in riding dynamics.”

Taking the concept further, Crooked upgraded the Yamaha’s suspension by way of progressive springs in the forks, and new YSS shocks out back. The stock hubs and rims were still good to go, but they were re-laced with fresh spokes. They’re wrapped in Heidenau K34s—modern tires with vintage looks.

Moving to the cockpit, Crooked installed a classy Motogadget Motoscope Tiny speedo. It sits neatly just in front of the triples, tucked into the curves of the custom headlight nacelle. Also present are new clip-ons, a mix of OEM-style and push-button switches, and Motogadget grips and bar-end turn signals.

Further back, the bike’s solo seat wears an Alcantara cover with contrast stitching. Lower down, you’ll spot a set of rear-set foot controls from Raask.

An LED headlight sits inside the front of the fairing, complete with a daytime running light ring that complements the bike’s overall vibe. The taillight is a small LED, Frenched into the back of the modified subframe loop. A quick survey of the bike also reveals a custom chain guard, and a swingarm-mounted license plate bracket.

As per the brief, Crooked went minimal on this XS650 café racer’s finishes. It wears an elegant coat of silver, with the shop’s logos delicately placed on the fuel tank. The rest of the components are finished in contrasting tones of raw metal and black.

The overall effect is subtle, which is precisely why it works so well. Silver Arrow doesn’t scream for attention, but rather rewards it with a plethora of tasty and thoughtful details.

We wouldn’t change a thing.

Crooked Motorcycles | Facebook | Instagram

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