Speed Read: A Ducati Streetfighter inspired by The Mandalorian and more

Sci-fi-themed motorcycles are often a visual disaster, but we’re digging this Mandalorian-inspired custom Ducati Streetfighter from Jerem Motorcycles. We also feature a classy Moto Guzzi Le Mans from the United Arab Emirates, a modern Sportster with vintage looks, and the new Moto Morini Calibro and Calibro Bagger.

Ducati Streetfighter 1098 by Jerem Motorcycles If your passions include motorcycles and Star Wars lore, Jérémie Duchampt at France’s Jerem Motorcycles has a treat for you. His latest café racer, based on a Ducati Streetfighter 1098, pays tribute to the popular Star Wars television show, The Mandalorian.

Themed custom bikes are often clichéd messes, but most of the Mandalorian-inspired details on this custom Ducati Streetfighter only become apparent as you examine the bike closely. From a distance, the bike cuts the same aggressive lines that we’ve seen on previous Jerem Ducati builds.

The Streetfighter retains its OEM fuel tank but swaps the rest of its bodywork for a series of handmade sheet metal pieces—including a café racer-style tail section and a pair of side fairings. The parts are painted with a chrome finish, mimicking the beskar armor worn by the titular Mandalorian, Din Djarin. Ceramic-coated and leather accents, all in brown, pick up the aesthetic of the show.

Jérémie also fabricated a headlight cover that mimics the Mandalorian’s helmet, and commissioned Yaya Brush Sellerie to echo that design in the seat’s upholstery. Several other nods to the show are littered throughout the bike, but this Streetfighter is more than just motorcycle cosplay—it’s sporting some hop-up parts too.

There are myriad carbon fiber trim bits fitted, Brembo brake calipers, Pirelli Supercorsa tires, and ISR brake and clutch controls. The cockpit wears a one-off steering dampener mount, custom clip-ons, and CNC-machined aluminum bar-end mirrors.

Jérémie saw to a few sensible fixes and mods too—like refurbishing the radiator, replenishing the plumbing, and moving the voltage regulator for better cooling. Take a gander at the engine, and you’ll spot the requisite open clutch cover, and a CNC Racing hydraulic clutch slave cylinder.

Sure, Jerem’s Ducati Streetfighter may appeal more to geeks than regular Joes. But if you look past the Star Wars references, it’s still a pretty cool café racer. [Jerem Motorcycles]

Moto Guzzi Le Mans 1000 by Sheriff Motorcycles Moe from Sheriff Motorcycles in the UAE loves custom bikes and Moto Guzzis. So when the opportunity to buy a retired 1984 Moto Guzzi Le Mans 1000 race bike came up, he saw it as the perfect opportunity to finally build a custom Moto Guzzi.

When Moe found the Le Mans, it had been well and truly used for its intended purpose. The bike had campaigned in Spain and had also competed at Spa, Le Mans, and other European tracks. While it could run like a racehorse, it was originally built for endurance so none of the road-going accessories were fitted—which made it easier for Moe to tear it down and redesign it.

A custom fairing was made by hand, with inspiration seemingly taken from Agostini and Magni racing parts from the 1980s. The round headlight is an LED unit, as are the Motogadget bar-end turn signals. Motogadget also supplied the speedometer and switchgear, with Tommaselli clip-ons and custom CNC mirrors completing the rebuilt front end.

The seat and rear cowl were made by hand and finished with diamond-stitched leather, which also matches the new grips. The bodywork was finished in a stunning green and silver livery, harkening back to Moto Guzzi’s early racing successes. The gold accents are a nice touch, and are reminiscent of the gold details that Moto Guzzi themselves added to their Centenary special editions in 2021.

Since it was a race bike, the big Guzzi had had all its electronics stripped, so Moe had to fit a new alternator, voltage regulator, and custom wiring harness. Fueled by 44 mm Mikuni racing carburetors, Moe says that this thing absolutely flies.

The whole project took Moe six months, but we bet he’ll be enjoying the fruits of his labor for the rest of his life. [Source]

1957 Harley Davidson Sportster Tribute by Bleeding Heart Customs Cheyenne ‘Shiny’ Keogh, the talented builder behind Bleeding Heart Customs, has her father Mark to thank for her love of motorcycling. Straight out of the family conservatory-slash-workshop comes Cheyenne’s latest build—a 2009 Harley-Davidson Sportster 883. Heavily inspired by the first Sportster from 1957, Cheyenne has transformed her EFI Sporty into a stunning recreation of the original bike.

“The 1957 Sportster is the classic, the first one of its kind, and it just appealed to me as soon as I saw it,” says Cheyenne. “Not too low, a great paint line on the tank (especially that two-tone color scheme), and a classic looking exhaust and seat.”

Classic steel fenders were wrapped around new spoked wheels and painted a beautiful metallic blue. The tank is from a Superlow model and bears a striking resemblance to the original Sportster—especially with the two-tone paint job.

The factory seat was replaced with a solo saddle and the rear end was lifted with longer Hagon shocks. This gave the bike a few inches more clearance and set its stance just like the Grandfather Sporty’s.

The 7” Lucas headlight is mounted on custom brackets that Mark made in his workshop, using his go-to setup; an 80-year-old pedestal drill, a vice, a hacksaw, and some files. A set of black Highway Hawk Beach Bars were slipped into the handlebar clamps and a set of classic crash bars were bolted to the downtubes. The final piece of the puzzle was a custom twin exhaust, made to mimic those found on the original 1957 Sportster.

Even the most loyal H-D owners would be hard-pressed to notice that this is a modern bike – a fact that Cheyenne and her dad both love. The Motor Co. has been re-releasing modern versions of its classic lineup for years, but it’s sorely missing a reinterpreted Sportster. And with the recent demise of the air-cooled Sportster, it looks like we’ll never get one. [Source]

New Moto Morini Calibro and Calibro Bagger Have you ever looked at the modern Honda Rebel and thought it needs to look more… American? That’s what it seems like Moto Morini has done with their brand new cruisers—the Moto Morini Calibro and Calibro Bagger.

The Moto Morini name goes back to 1937 when it was founded in Bologna, Italy by Alfonso Morini. Morini’s lithe single-cylinder racing machines of the 50s and 60s paved the way for their stunning 72-degree V-twins of the 1970s. Moto Morini was going well until the company was plagued with the financial woes that befell many Italian motorcycle companies back in the day.

The company has changed hands a few times and is currently owned by the Zhongneng Vehicle Group. The Moto Morini X-CAPE adventure touring bike launched in 2021, along with the Seiemmezzo naked bike. Roll into 2024 and the Calibro line is Moto Morini’s first foray into the world of cruisers.

Propelled by a 700 cc inline twin, the Calibro features a low 28-inch seat height and a 440-pound dry weight. It also looks like someone put a California club-style Harley in the wash on the hot setting by mistake.

That’s not to say we don’t like it, though. We initially asked ourselves why anyone would want a 700 cc bagger, but the more we look at the Calibro, the more it grows on us (like a fungus).

The LED lighting, 41 mm forks, and 18F/16R wheels all look the part. The engine pumps out a respectable 68 hp and even has a slipper clutch, while Bosch ABS controls the 320 mm front brake and 255 mm rear brake. Wide-profile tires give the bike a chunky, custom aesthetic.

While the stripped-down Calibro looks okay, we are quite taken with the Calibro Bagger. Even though the engine looks like it came from a Kawasaki Vulcan, the miniaturized batwing fairing and five-gallon panniers suit the bike to a tee. The bagger also features a more stylish rear fender over the standard Calibro.

At $5,999 for the Calibro and $6,799 for the Calibro Bagger, both make for a compelling argument if you’re looking for a mid-sized, but manageable, custom cruiser. And for all the flack we’re dishing out, when has Italian styling made anything look worse? [Moto Morini]

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Essential Maintenance Tips for Vehicle Air Filters

Something important that has to do with the proper functioning and durability of vehicle engines is the constant cleaning or replacement of cars’ air filters. As for all cars, air filters ensure your engine is protected from harsh dirt, dust, and other contaminants capable of huge damage if they get into the engine in the first place.

Apart from these, by proper time to time filter maintenance and replacement, all these challenges can be avoided, thus making a strong contribution in serving the purpose of your engine to run smoothly and have a longer life span. With reference to the above important maintenance tips, it would be much easier to increase the length of the filter’s life and improve the performance of the automobile.

Regular Inspection

The first thing that should be done is to check the air filter of your car from time to time. These build up with dirt and debris from the context or environment over time. Time to time inspection of the filter lets you assess the condition of the filter and determine if it needs washing or if it’s time to buy a new one.

If the filter is beyond cleaning, a visual check can give indications if the filter is too dirty that it obstructs air circulation to the engine.

Cleaning Procedures

Regular cleaning of reusable air filters therefore, can go a long way toward saving you the expense of buying new air filters all the time. Subsequent cleaning of the flexible glass should be done in accordance with the manufacturer’s recommendations for cleaning the surface using acceptable solutions and procedures. Usually, this entails just shaking the filter to shake off the loose particles or washing it with water or a particular cleaning solution. Do not use compressed air to clean the filter, as the fine materials can be easily damaged, or compressed air forces contaminants further into the fibers.

Replacement Schedule

One fact that cannot be caviled at is the fact that air filters require replacement at some point in time; this is normally after a given period of use or time of usage, even with regular cleaning. Duties for frequent replacements are determined by manufacturers according to driving requirements and other conditions. Adherence to these recommendations is important if one wants to see their engine run ‘ like a clock’. Replacing this often, as is advised by the vehicle manufacturer, ensures that dirt and debris are not clogging the entryway and reducing airflow into the engine, thus lowering fuel consumption and engine power in the long run.

Choosing the Right Filter

When it’s time for replacement, selecting the appropriate type and quality from a range of air filters for all vehicles is essential. Various types are available, like carbon filters. Consider typical driving conditions and manufacturer recommendations when choosing a replacement filter. High-quality filters often offer better filtration efficiency and durability, improving engine performance and longevity.

Sealing and Installation

They stress on the correct method of installation of the air filter. Make sure this is properly installed and inspect the state of any seals or gasket. A secure seal will minimize the chances of raw air getting into the engine without passing through a filter and this will end up faster wearing of the engines. Be sure to follow the manufacturer’s installation instructions to the letter to avoid harming the filter.

Environmental Considerations

Hooded areas of vehicles experience a faster build-up of dirt when used in dusty and polluted environments. Certainly, if you frequently find yourself behind the wheel in comparable conditions, it is recommended that you check the state of the air filter and give it a clean more often than recommended. A model of air filter accustomed to severe environments will afford greater defense against pollutants and will require fewer visits to the cleaning or replacement schedule. This is a preventive measure so that your engine will always have a supply of clean air, which is healthy for the engine to provide long service.

Monitoring Engine Performance

One may observe signs of a faulty air filter with the help of their car’s engine checks from time to time. The signs that are likely to show that the air filter is clogged or dirty include inadequate acceleration, poor fuel economy, or strange noises originating from the engine. Tackle these signs early enough through the inspection and replacement of the air filter in order to avoid the escalation of problems with the engine and to enhance the efficiency of the vehicle.

As a result, it is crucial to maintain the health of your car’s air filter for better reliability and the performance of your vehicle’s engine, we all know this… This is a simple way of telling you that a good working air filter helps in improving on fuel economy while at the same time extending your vehicle’s lifespan. By implementing these maintenance tips, you maximize the efficiency of the engine and prevent serious damage in the long run, thereby increasing its reliability.

A good practice is to inspect these filters often, to clean or replace them on time, and, most importantly, to select the best filter that will help you have the best performance and feeling while driving. So, be gentle on your air filter; your vehicle will not let you down as far as the outstanding performance and durability of the vehicle are concerned.

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Road Tested: The Stylmartin Zed WP motorcycle sneaker

My gear closet is overflowing with motorcycle sneakers these days, but I’m not complaining. I’ve always been more of a sneaker than a boot guy, and finding motorcycle riding gear that fits my personal style while keeping me safe is always a win.

Lately, I’ve been putting miles into the Stylmartin Zed WP—a waterproof protective riding shoe that drips with the brand’s signature aesthetic.

Stylmartin’s particular flavor of Italian flair has been a hallmark of their designs since they launched in 1979, and the Zed WP wears it well. It’s styled like an upmarket hiking boot, with a water-repellent suede upper and a grippy-looking Michelin sole.

Admittedly, it’s not the type of shoe I’d normally wear casually. But once the friendly FedEx man rang my doorbell and I opened the box, I was pleasantly smitten.

The Zed WP’s suede finish looks and feels deluxe, with contrast stitching to accentuate its sleek lines. Reflective piping offers extra visibility in low light conditions, without screaming for attention the rest of the time, while a stitched ‘X’ at the edge of the eyestay adds a quintessential Stylmartin accoutrement. Even the laces are well-considered, sporting reflective accents that add a little pizazz.

Extra material at the front adds padding for gear shifts, while a Stylmartin roundel on the ankle hints at the D30 armor hidden within. (The whole package is CE Level 1 certified too, in case you’re wondering.)

Getting in and out of the Stylmartin Zed WP is made easier by a gusseted zipper on the internal side of the shoe. There’s enough play there that you can simply unzip the shoe and kick it off with the laces still tied, but you do need to untie them—and loosen them quite a bit—to get it on. A generous, easy-to-grab loop at the back aids the process.

A short hook-and-loop strap secures the zipper at the top, but there’s nothing to stop the laces from flapping around. It’s not a deal breaker, but a bigger strap across the front that could secure both the zipper and the laces would be even better. The zip can be sticky sometimes too, thanks to the natural contours of the shoe.

The Zed WP runs true to size and scores extremely high on comfort. The chassis is tangibly firmer than a pair of, say, tennis kicks, but in a way that feels reassuring rather than overly stiff. The padded leather section at the back is another neat touch that adds both style and comfort.

That balance of comfort and functionality carries through to the Zed WP’s sole too. The molded (and replaceable) insole is cushioned, with an EVA midsole sitting between it and the Michelin outer sole. The whole arrangement is rigid enough for hours on the pegs, but flexible enough for hours on your feet.

The fact that the tread of the Michelin sole vaguely resembles that of a tire is neither here nor there. What does count, is that it is extremely grippy—particularly in the wet conditions that this sneaker was designed for. I’ve put enough wet miles into the Zed WP to know that I can confidently stop at traffic lights without worrying about losing my footing.

The zipper gusset and tongue gussets are low profile enough that they don’t irritate you while riding, but effective enough that the Zed WP can shrug off rain as advertised. And while Stylmartin does have similar shoes for warm weather, the Zed WP is breathable enough for all but the hottest days.

Not too many pieces of motorcycle gear can juggle style and functionality as well as the Stylmartin Zed WP does. It’s fast become my go-to riding shoe for most conditions—to the point where I’m considering snagging its sibling, the Zed Air, for balmier days.

Price €199 [Stylmartin] / $229.95 [Revzilla] | Sizes 39 [US7] to 48 [US14] | Images by Devin Paisley

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More is more: Get a load of the XXXL BMW R1300GS Adventure

No sooner had the new BMW R1300GS broken cover, than fans of the mile-munching boxer were clamoring for the much-anticipated R1300GS Adventure. After all, the flagship GS has had an accompanying ‘Adventure’ variant since 1999, typically offering more range, more protection, and more luggage capacity. Now, almost 10 months later, the BMW R1300GS Adventure is finally here… and it is chunky.

The R1300GS marks the biggest redesign of big BMW boxer since forever, and the new BMW R1300GS Adventure builds on this. It uses the same new-generation 1,300 cc liquid-cooled motor, complete with its transmission-under-the-motor layout and BMW’s improved ‘ShiftCam’ variable valve timing system. The numbers stay the same; 145 hp at 7,750 rpm and 149 Nm at 6,500 rpm.

The Adventure model also shares the ‘regular’ 1300’s Telelever front suspension, redesigned sheet metal shell front-end frame, and die-cast aluminum rear frame. The Adventure appears to sport a different subframe though (BMW is fuzzy on the details), presumably designed to cope with the added load that BMW expects of the Adventure variant.

‘Added load’ may as well be the new BMW R1300GS Adventure’s catch phrase. As with previous ‘ADV’ models, BMW has taken a more is more approach here.

The fuel tank gains an extra 11 liters, bringing its overall capacity to a whopping 30 liters [7.9 gallons]. Given its size, BMW’s engineers decided to make the aluminum fuel tank a feature rather than hide it behind more plastic, so most of it is visible. It also features three anchor points distributed around its fuel cap, designed to make BMW’s tank bag plug-and-play, and a small compartment to store a smartphone while it charges.

BMW has also utilized the extra real estate to offer more weather protection to the rider. Not only is the tank broader, but the GS Adventure also gets extra wind deflectors on its hand guards and alongside its primary windshield. Rubber pads just below the handlebars (where the fuel tank’s flanks create a natural shelf) offer a non-slip spot to stash tools and the like when you’re parked.

Previous iterations of the GS Adventure came with luggage racks as standard, but it appears that the R1300GS Adventure doesn’t offer that particular bonus. You do get a chunkier passenger seat than on the base model GS though, with what appears to be another special BMW luggage anchor point.

There is, naturally, a full set of aluminum boxes on offer, ex-works. The set includes a 37-liter top case with an 8 kg [17.6 lbs] load capacity, and 37-liter (left) and 36.5-liter (right) side cases, each with a 10 kg [22 lbs] load capacity. All the boxes connect to a forged aluminum luggage rack system, with a magnetic coupling on the left case that sends power to a USB charging socket.

The top box uses an anti-vibration mounting plate, and each pannier can be expanded by a further 10 liters via optional bolt-on extensions.

Under the hood, the GS Adventure boasts the entire array of electronic gadgetry that its stablemate does, and then some. There are mountains of acronyms to wade through, but the highlights include ABS, traction control, switchable rider modes, and BMW’s new and improved ‘Dynamic Suspension Adjustment’ (DSA), which dynamically adjusts damping and spring rate on the fly, depending on a variety of factors. (There’s also an adaptive ride height system that can be fitted as optional equipment.)

Cruise control is standard too, and is aided by the 1300’s front radar system. It includes a collision warning system, with a rear collision warning system available as an extra.

One particularly notable feature is BMW’s new Automated Shift Assistant (ASA). In a nutshell, it’s a semi-automatic gearbox and clutch that uses electromagnetic actuators rather than offering a direct connection to the clutch and transmission. You can still run it in ‘manual’ mode, or you can flick it over and let the bike do the shifting for you.

Up front, the GSA’s alien-esque X-shaped headlight is flanked by a pair of auxiliary LEDs. The quirky headlight design somehow seems to suit the Adventure model better than it does the base model GS, but we’re still not convinced that it’s an improvement over traditional BMW designs. What is abundantly clear when you look at the R1300GS Adventure from the front, is just how beefy it is.

The outgoing R1250GS Adventure is big to begin with, but the R1300GS Adventure adds just over an inch to its overall width. And while the base model R1300GS weighs in at a surprising-for-its-size 237 kg [522.5 lbs], the Adventure swells to 269 kg [593 lbs].

All of that bulk translates into a muddled aesthetic. Its narrow LED light and skinny 19” front wheel are dwarfed by its front view, and, when viewed from the side, its fuel tank and accompanying aluminum panels dominate the visual.

It gets better looking as you transition to the darker colorways on offer, but there’s no denying that the BMW R1300GS Adventure is almost painfully utilitarian. But perhaps that’s the whole idea. After all, even though a 1,300 cc, 593-pound adventure bike with 30 liters of fuel on board is total overkill, it’s never stopped BMW from selling bucketloads of these.

Source: BMW Motorrad

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Hot stuff: A brutalist BMW K100 street tracker from California

We’ve all heard legends of the classic K-series BMW’s reliability, but the tale of this BMW K100 street tracker takes the cake. After all, how many motorcycles do you know that can set themselves alight, but keep on ticking?

The bike’s current owner, Duncan Bonar, found the 1985 BMW K100 at a local shop with a clean title —but there was a catch. “The only caveat was that it had self-immolated via an electrical fire,” he explains. “But hey, a bike’s a bike, and a clean title is a clean title.”

Based in Los Angeles, California, Duncan is an industrial designer who likes to tinker on bikes in his downtime. By day, he works as a designer at the popular dune buggy manufacturer, Meyers Manx. And before that, he was part of the team at the boutique motorcycle brand, Arch Motorcycle.

Although Duncan has recently queued up several project bikes under the moniker Dunc Werks, he started the K100 build several years ago with less urgency, working on it as and when he found the time. The K owes its brutalist aesthetic to Duncan’s industrial design background and his propensity for figuring things out as he goes. “This was an exercise in doing it yourself with the resources at hand; an ‘often wrong but never in doubt’ kinda mentality,” he says.

Duncan’s first job was to get the K100 running after its little mishap. “The wiring harness, electric fan, and airbox assembly were all toasted. The motor and bike were quite caked with fire retardant, and there was a dent in the crank cover as the bike was dumped over at a traffic light when it decided to self-immolate.”

“Knowing that the K motors are relatively bulletproof, I wasn’t too worried about the internals. My bet paid off as no inner workings needed to be resolved—I just resealed and refinished the engine.”

Once the K100’s eight-valve powerplant was purring again, Duncan could get cracking on the rest of the bike. Embracing the K’s inherently awkward lines rather than trying to ‘smooth’ them out, Duncan kept the OEM fuel tank and fabricated an angular subframe with a kicked-up rear loop to juxtapose it. Next, he made the myriad aluminum parts that complete the bodywork.

“All of the aluminum parts were designed by myself with a set of calipers and CAD modeling software,” he tells us. “The laser cutting was outsourced to a third party, and then the bending was done by myself, using a manual bender.”

The custom parts include the seat pan, which integrates the bike’s electronics tray and battery support, and acts as a rear fender. A row of LED lights sit at the back of the subframe, handling taillight and turn signal duties as needed. At the opposite end of the bike, a number board-style headlight nacelle hosts a Baja Designs light and a tiny digital speedo from Motogadget.

In the middle of the bike, you’ll find a small custom-made plate, designed to hide away the coils. Duncan embedded the ignition barrel into it too, and then added a manual fuel pump switch when he realized the space was missing something. “Flipping the extra switch gives the bike a more fun startup sequence,” he quips.

Duncan pared down the BMW’s wiring harness, tweaking it so that he could use repurposed Kawasaki switchgear. The cockpit wears new Renthal handlebars; they’ve been bead blasted and clear anodized to give them a muted finish. Accompanying the Motogadget speedo is a custom-built warning lights panel.

Moving to the K100’s running gear, Duncan rebuilt the stock forks with progressive springs and fitted a new rear shock. The wheels and brakes are from a much newer BMW K1600, with custom axles, spacers, and brake caliper mounts accommodating them. The four-into-one exhaust is from BSK Speedworks—a race shop in the UK that runs K100s in endurance races.

Duncan’s area of expertise is color and material design, so although the K100’s finishes are simple, they’re very deliberate. “I was looking for something that was undoubtedly classic, blurring the line between bold and reserved,” he explains.

“Land Rover and their more expressive colors of the past have always been near to this mark. The resulting color is a variant of Shetland Beige, which is kind of a warm putty color that compliments the Brick well.”

Duncan opted to paint only the tank, leaving the aluminum parts raw to emphasize the concept of allowing the manufacturing process to lead the design. All the hard parts were powder-coated afresh, leaving this gnarly BMW K100 street tracker looking a lot better than the charred mess it was at the start.

Dunc Werks | Instagram | Images by Duncan Bonar

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