Gear Up for the Downpour: Rain Protection for Every Rider

For survivalists, the rule of 3s is a tool used to prioritize needs to survive less-than-ideal situations. The basic concept is that you can survive three minutes without oxygen, three hours of hypothermia, three days without water, and three weeks without food. While many motorcyclists may say they need their motorcycle as much as the air they breathe, the reality is that we can often be caught in inclement weather. And riding in cold and wet conditions can quickly lead to hypothermic conditions.

While you can sometimes duck under an overpass to avoid getting saturated, there are products on the market that ensure you can keep logging miles when the going gets damp. Whether waterproof by design or easily stashable items for a rainy day, here are several key pieces of gear to consider for the long haul.

Gloves When it comes to riding in the rain, gloves are one of the most critical components of a motorcyclist’s rain gear. Hands are often the first part of the body to become cold and wet during a ride, and once they do, it can have a direct impact on safety. Cold, numb fingers reduce your ability to grip the handlebars and operate essential controls. Wet grips also become slippery, further compromising control and reaction time, especially in challenging weather conditions.

You can combat these issues by investing in high-quality waterproof gloves like the Klim Enduro GTX Glove. Though marketed as a dirt bike glove, it offers advanced weather protection features suitable for any rider. With a GORE-TEX membrane and fully bonded GORE Grip technology, these gloves keep water out while maintaining dexterity and feel. A leather palm enhances grip, even when wet, and the articulated fingertip design improves comfort and control.

Added touches, such as MULT-E-TOUCH screen compatibility, a goggle/face shield squeegee, and reflective 3M Scotchlite material for increased visibility, make these gloves a top choice for wet-weather riding. [Klim]

Jacket A quality rain jacket is essential for motorcycle riders, especially when it comes to protecting the body’s core. This is more than just comfort; it’s about safety, since your core houses vital organs that require a stable temperature to function properly. When your core temperature drops due to exposure to rain and wind, your body redirects blood flow, often resulting in cold hands and feet. This can lead to numbness and decreased control, increasing the risk while riding.

The REV’IT Cyclone 4 H2O Jacket is a smart solution for staying dry without adding unnecessary bulk. Designed with laminated hydratex fabric, this jacket blocks out rain and wind while remaining lightweight and compact. It packs down small enough to fit into a tank bag, pannier, or even a handlebar bag, making it easy to carry until the weather takes a turn. Available in three colors, the Cyclone 4 H2O may look basic, but its performance in wet conditions is anything but. When the rain starts falling, you’ll be glad you brought it along. [REV’IT]

Pants Waterproof pants are a key piece of gear that can dramatically improve a rider’s comfort and safety in wet conditions. Shell-style rain pants are especially practical—they’re designed to be quickly pulled over your regular riding pants right on the side of the road if the weather suddenly turns. Their roomier cut accommodates bulky riding gear underneath, meaning you don’t have to sacrifice protection for waterproofing.

The Klim Enduro S4 Pant is a standout option for riders seeking versatility and durability. Made with Schoeller waterproof four-way stretch material, these pants offer excellent mobility and protection without restricting movement. Full-length side zippers make it easy to get them on over boots, even with gloves on, while features like 3M Scotchlite reflective material and Biomotion recognition enhance visibility in low light. They also include practical details like flame-resistant Kevlar inner knee panels and adjustable cuffs and waist.

Veteran riders know that the water on the pavement is half the battle of riding in the rain, and waterproof pants like these make all the difference. [Klim]

Shoe Covers Waterproof boot covers can significantly enhance your riding experience in wet weather by keeping one of your most heat-sensitive areas—your feet—dry and warm. After your head, the feet are where you lose the most body heat, and once they’re wet, they tend to stay that way. While full waterproof boots can sometimes feel hot or bulky, waterproof boot covers offer a lightweight, flexible solution that works with the gear you already have.

A great example is the Nelson-Rigg Waterproof Motorcycle Rain Boot Covers. These covers are made from 100% waterproof polyester with a PVC backing, designed to be worn over your existing riding boots or shoes. They reach up to mid-calf and can be tucked under your pant cuffs to create a highly effective barrier against rain and road spray. [Nelson-Rigg]

Features like reflective binding for night visibility, a durable rubberized half sole, and compatibility with most boot sizes make them a practical addition to your rain gear kit. Easy to pack and quick to put on, these covers are an excellent way to stay dry and comfortable without compromising protection.

Riding in the rain doesn’t have to mean sacrificing comfort, safety, or control. With the right rain gear—gloves, jacket, pants, and boot covers—you can stay warm, dry, and focused no matter what the weather throws your way. Whether you’re commuting, touring, or just out for a weekend ride, having quality gear on hand transforms a potentially miserable experience into just another part of the adventure.

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Speed Read: A Suzuki Katana for AC Sanctuary’s Boss and More

Our weekly offering to the gods of speed is bookended with Suzukis. We start with a Katana from the masters at AC Sanctuary and end with a look at the new Suzuki GSX-8T and GSX-8TT. Wedged between them is a modern Honda Fireblade that pays tribute to Freddie Spencer’s NS500.

Suzuki Katana by AC Sanctuary The restomods produced by Japanese powerhouse AC Sanctuary have so much presence that they render hyperbole obsolete. This time, they’ve pulled out all the stops to deliver a hard-hitting Suzuki GSX1100S Katana for their most discerning customer: AC Sanctuary founder Hiroyuki Nakamura.

Nakamura-san’s Katana takes the usual AC Sanctuary recipe and pushes it into overdrive. Its frame has been trued and strengthened, and accommodations have been made on the left side to offset the drivetrain for a wider rear tire. There’s a new subframe up top, complete with repositioned shock mounts.

Further down, you’ll find a burly Sculpture swingarm, connected to Öhlins Blackline shocks with custom red details. The lower shock mounts feature eccentric cams that allow you to tweak the geometry and ride height.

Öhlins Blackline forks are held in place by billet yokes up front. An AC Sanctuary steering stem kit fine-tunes the geometry further, and there’s a special steering damper that the company has been developing in collaboration with Öhlins.

The Katana rolls on stunning OZ Racing hoops, shod with Bridgestone Battlax tires. Braking comes courtesy of Brembo, with a pair of race-bred GP4-RX calipers grabbing AC Sanctuary discs (which are manufactured for the brand by Sunstar).

The Suzuki’s now-1,135 cc engine sports more upgrades than you can shake a stick at. There’s everything from Yoshimura cams and high-comp pistons, to a freshly machined engine block. The full spec sheet could fill volumes, but highlights include Mikuni flatslide carbs, a digital ignition with multiple engine maps, and titanium exhaust headers from Nitro Racing.

Visually, the Suzuki Katana retains much of its DNA, even though it mostly wears custom parts. It’s dressed in carbon fiber fenders, a new fiberglass fairing, and a reworked rear end. Stack dials adorn the cockpit, mounted in a custom-made dash that’s tucked behind the windscreen.

Officially designated ‘RCM 644,’ this Sanctuary Katana is finished in a striking grey and red livery, hand-picked by Nakamura-san himself. If there’s a better treatment for the iconic Katana, we haven’t seen it. [Source]

Honda Fireblade by Rindperformance Modern MotoGP motorcycles are engineering marvels—but that also makes them hopelessly busy, visually. The race bikes of yesteryear had simpler bodywork and fewer sponsor logos, which is probably why we remember them with such fondness.

Robin Ludwig of Rindperformance in Germany is particularly enamored with Freddie Spencer’s championship-winning 1983 Honda NS500. So he decided to build a modern homage to it, using a 2007-model Honda CBR1000RR Fireblade as a donor.

“As a huge fan of the golden era of two-strokes,” says Robin, “I set out to bring back that unmistakable 80s race bike spirit—deep rear fairings, under-seat exhausts, a wide front fairing. The whole vibe. But I wanted to do it on a modern street-legal supersport platform.”

“The SC57 was the perfect base—classic Honda engineering, a stock under-seat exhaust, and a raw, mechanical character that fit the vision perfectly.”

To build the ‘Freddie Blade,’ Robin tore the Fireblade down to its bones and mocked up new bodywork, using cardboard cutouts to visualize certain parts. He built the fairing and tail section out of fiberglass, before designing generous side panels to nail the NS500’s silhouette.

In stock trim, the Fireblade’s waspish tail sits at a way sharper angle than the NS500’s, so Robin tweaked the bike’s ride height too. A handmade subframe holds the new bodywork, with an Alcantara seat adding a touch of class. A pair of Bodis silencers poke through the tail, mounted on custom headers.

Robin also fitted a smaller radiator, PVM wheels, and LED lights. An upgraded ECU and a quick-shifter help the 998 cc four-cylinder motor reach its 170-plus horsepower peak, while a manual ride height adjuster on the forks helps with racing starts.

Resplendent in a paint job inspired by Fast Freddie’s 1984 livery, the Freddie Blade is an irresistible blend of nostalgia and performance. [Rindperformance]

Suzuki GSX-8T and GSX-8TT Suzuki has just expanded its middleweight GSX-8 series with the addition of two new retro-themed models—the GSX-8T and GSX-8TT.

Built on the same platform as the existing GSX-8S and GSX-8R, these new bikes take inspiration from 1960s and 1970s Suzukis. That makes them the only modern classics in the Japanese marque’s range, aside from the Katana.

The Suzuki GSX-8T [above] and GSX-8TT [below] use the existing GSX-8 engine, chassis, and running gear, but feature all-new bodywork and trim. They share a new 16.5-liter [4.36-gallon] fuel tank, linked to redesigned radiator shrouds that bear round ‘GSX8’ badges.

Both bikes feature a round LED headlight, although the Suzuki GSX-8TT’s is housed in a fairing that’s reminiscent of the 1970s Suzuki GS1000S. The TT model also gets a belly spoiler and a different seat cover design. Round bar-end mirrors come standard on both models.

The GSX-8 engine that powers the Suzuki GSX-8T and GSX-8TT is a 776 cc parallel-twin unit with a 270-degree firing interval, good for 81.8 hp at 8,500 rpm and 78 Nm of torque at 6,800 rpm. It’s housed in a twin-spar steel frame, with an aluminum subframe out back. Suspension components come from KYB, while the brakes are supplied by Nissin.

Modern amenities include a TFT screen, switchable rider modes, traction control, ABS, and a quick-shifter. There’s even a USB-C port that supports fast charging.

Each bike comes in various colorways, with different finishes for its hard parts. Although we can’t deny that the Suzuki GSX-8TT looks rather fetching in black and red, we can’t help but feel that Suzuki’s recipe has more modern than retro in it. The brand cites references like the Suzuki T500 and the Yoshimura GS1000 AMA race bike, but these new bikes bear little resemblance to those legendary machines.

That said, they’re better-looking than their stablemates, while offering the same level of performance. And that alone might make them worth a second look. [Suzuki]

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The Graduate: A Slick BMW Boxer Bobber Built From R65 and R100 Parts

You might not know Sam Clercx’s name, but you’ve seen his work. He launched his career at the tender age of 15 as an intern at Ironwood Motorcycles, under the guidance of Arjan van den Boom. He’s had a hand in many of the amazing machines that have graced our pages—and he’s learned a thing or two, judging by this beautifully executed BMW boxer bobber.

“I was there with Arjan when he built the Mutant, and most of the other BMWs that put Ironwood on the map,” Sam tells us. “It was an extremely exciting time for me, as you can imagine. Most of my friends had jobs in supermarkets or cafés and I was helping build these amazing-looking and sounding custom bikes.”

The niggles associated with classic motorcycles are partly why meneer van den Boom hit pause on Ironwood a few years ago. But Sam still has an affinity for the beloved BMW boxer motor. So he built up this R65 basket case as a side project, while completing another internship—this time at Motoism in Munich.

“After Arjan closed up his shop and stopped building his boxers, I got a chance to buy a 1979 BMW R65 in parts, for cheap,” says Sam. “Thanks, in part, to Arjan and other people building wonderful machines out of these old R-series BMWs, the prices rose significantly, putting a nice riding rolling base out of my price range. I grabbed the opportunity and slowly started envisioning my perfect twin-valve custom.”

“With a tight budget, but plenty of time, I picked up the neglected R65 in boxes. The short R65 frame and swingarm, paired with R100 cylinders, pistons, and heads, offered an affordable path to the quick, agile airhead I always wanted.”

In stock form, the R100 makes about 25 hp more than the R65—so rebuilding the engine with R100 parts was a good call on Sam’s part. He also added BMW R100RS badges to the engine block to tease the engine’s true capacity, and adorned the heads with classic peanut covers. The airbox was swapped for pod filters, and the space it left behind was filled with a 3D-printed cover, housing a NOCO NLP9 battery.

Sam scalped more R100 parts for the front end, fitting the lowered forks and twin Brembo brakes from a BMW R100RS. The R65 retains its drum brake and snowflake rims, which are now shod with Shinko E-270 tires.

“It was a great help throughout the build to have a lot of spare parts from Arjan sitting in my garage,” he adds. “Small stuff like seals, throttle cables, and a lot of wiring—but also some nice bling parts.”

A pair of aftermarket shocks props up the rear, connected to a custom-made stepped subframe. Lower down, the unsightly brackets that normally hold the mufflers and passenger pegs were trimmed down, leaving just enough space for the latter. “While style was obviously important, I didn’t want to sacrifice function,” Sam adds.

“There are, of course, more practical bikes out there, but I set out to strike a balance between function and form: keeping it a two-seater and asking the talented Tom Hurley to make the seat as comfortable and waterproof as possible, while keeping it slim; adding tie-down points under the seat for my luggage; and fitting modern LEDs for good visibility at night, along with reliable electronics. I’m a rider first and a builder second.”

Keeping with this philosophy, Sam fabricated a pair of short fenders for the bike and protected the fork stanchions with fresh rubber boots. A chromed LED headlight sits out front, nailing the mix of classic style and modern reliability that Sam was after.

The headlight is neatly tucked into a 3D-printed fairing that was inspired by the plug-and-play fork covers that Motoism produces. It includes integrated Motoism turn signals, with a tidy housing for a slim Motogadget Motoscope Mini speedo up top. Other Motogadget bits include the bike’s keyless RFID ignition, and the company’s mo.unit blue module, around which the whole bike was rewired.

The fairing also helps to route the cockpit’s cables and houses, making for an uber-neat setup. Wide handlebars sport vintage-style grips, a MessnerMoto throttle, and modern push-buttons with internal wiring. Tarozzi foot controls round out the control package.

Motoism’s influence is clear in the BMW’s rear lighting too. Sam designed and 3D-printed his own taillight housing, equipping it with powerful LED internals. The rear turn signals are Motoism parts too, but the bracket that holds them is a one-off.

The boxer’s glorious two-into-one exhaust headers were created by Sam’s good friend Chiel Nipius (of Nius Moto). They’re matched to a Spark silencer to create an appropriately throaty rumble.

The most striking thing about this BMW boxer bobber is how well judged every last part and finish is—from the refinished motor to the period-correct pin striping and blacked-out tank roundels. “The color scheme was inspired by a picture of a classic Porsche 356 convertible I found—black leather, chrome silver, and this stunning blue,” explains Sam. “It was perfectly executed by Royal Kustom Works on the tank, fenders, and front fairing.”

Now that his BMW R65/R100 is complete, Sam plans to take it on a few trips before selling it to make way for the next project. But first, it’s being exhibited as his official graduation project at the Utrecht School of the Arts.

If it were up to us, we’d give him full marks.

Sam Clercx Instagram | Images by Paul van Mondfrans Lindén

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Roadster Rescue: A Handsome Kawasaki Z1000 by HB-Custom

Recognizing the potential in a donor motorcycle is a crucial skill for any custom builder. But it’s a lot harder when the bike in question has already been customized, particularly if the existing mods don’t harmonize with your vision.

The man behind the HB-Custom name, Holger Breuer, knows this all too well. When this 1978 Kawasaki Z1000 arrived at his workshop in Hussum, Germany, it had already been turned into a streetfighter with a hodgepodge of pricey parts. But it was a far cry from what Holger’s client wanted, both aesthetically and practically.

“It came with a 180-wide rear tire, a K&J swingarm, and high handlebars,” he explains. “It had a short rear with a Giuliari seat for one person, and a very loud Marving four-into-one exhaust system. I was given the assignment to build a classic two-seater suitable for everyday use, because the client likes to ride with his wife.”

Holger started by stripping the bike down to its frame and refitting the OEM swingarm. Next, he fine-tuned the Kawasaki’s stance by lowering the forks, retrofitting them with upgraded springs, and installing a pair of new YSS rear shocks. 18” laced wheels complete the running gear, fitted with classic Dunlop Roadmaster tires.

For the bodywork, Holger paired a Royal Enfield Continental GT 650 fuel tank with the Kawasaki’s original side covers. “The tank was very difficult to adapt,” he says. “Since there’s a fuel pump built into it, the entire tunnel had to be changed.”

A two-up saddle sits atop the kinked and looped subframe, wrapped in stylish automotive-inspired upholstery. Holger fabricated stubby front and rear fenders, finishing the latter off with a Motone taillight and a custom license plate bracket.

The idea was to keep things stylish and timeless, with a factory-like feel. To that end, Holger specced the bike with the original Kawasaki Z1000 headlight and brackets. The ignition barrel, which holds the headlight in place on the left-hand side, is from a BMW boxer—as is the classy fold-flat key.

Further back you’ll find a set of Gazzini handlebars, fitted with a Domino throttle, a Magura brake master cylinder, and a V-Trec clutch lever. The speedo, switches, grips, and bar-end turn signals are Motogadget parts.

Going deeper, Holger revised the Kawasaki Z1’s wiring with Axel Joost Elektronik parts. The engine benefits from a Dynatek ignition, a bank of Mikuni RS38 carbs, and K&N filters. A four-into-two exhaust from Shark adds an appropriate soundtrack—and a hint of vintage café racer style.

Finished in contrasting matte and polished metal, the Kawasaki’s 47-year-old four-cylinder motor looks brand new. Less obvious details include discreet LED rear turn signals and braided stainless steel brake lines.

The rest of the bike wears mostly black finishes, save for a few notable exceptions. The subtle gold striping and period-correct(ish) logos are pitch perfect, as is the chrome ring on the taillight that matches the headlight.

As far as no-nonsense classic roadsters go, we’d take H-B Custom’s Kawasaki Z1000, seven days a week.

HB-Custom | Instagram | Images by Emayat Wahab

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Ready-to-Wear: A Streetfighter Kit For the Harley-Davidson Pan America

When the Harley-Davidson Pan America first broke cover, we knew it would shake up the adventure bike market. What we didn’t expect, was that it would become a regular fixture on the custom motorcycle scene.

The Dutch workshop Powerbrick was one of the first to show the Pan America’s potential, by turning it into an unapologetic streetfighter with razor-sharp styling. That bike sent our servers into overdrive, earning it the top spot on our annual Top 10 list. But, as shop boss Tim Somers explained at the time, it was never meant to be a one-off.

Powerbrick’s first Pan America kicked off the development of a range of plug-and-play parts, under their CNCPT Moto label. After much refinement, those parts are now ready to go—so Tim and his crew have built a pair of jaw-dropping Pan Americas to showcase them.

“We went a little deeper than on our last Pan America build,” he tells us. “These builds are way more sophisticated. We have unofficially dubbed them Vexa and Nova, after chaos and order, as they’re absolute beasts to ride, yet subtle from a design point of view.”

Powerbrick started with two brand new donor bikes—a Pan America 1250 Special [black] and a Pan America 1250 ST [silver]. Released earlier this year, the ST is a street-focused version of the Pan America, the most notable change being its smaller 17” front wheel. But these two machines are near-identical now, save for their paint jobs and a couple of minor details.

For starters, both bikes have traded their OEM wheels for ultra-slick 17” carbon fiber hoops from Rotobox, wrapped in Pirelli Diablo Rosso II tires. The silver bike wears a custom-built rear shock from TFX in the Netherlands, while the black bike retains its stock suspension, along with its adaptive ride height tech.

Next, Powerbrick used the CNCPT Moto front-end kit to transform the Pan America’s fairing. Only the lower nose cone remains—the windscreen and plastic dashboard housing have both been binned. A five-piece stainless steel bracket holds everything in place, including the stock TFT display, which now sits lower.

The kit also includes a full complement of stainless steel fasteners, along with anodized handlebar risers. They grip a set of tapered LSL riser bars, fitted with the Pan America’s standard controls and switches.

The Pan America Special shed the crash bars that flank its radiator, but kept its radiator shrouds, which were outfitted with slim LED turn signals. Powerbrick added a matching set of shrouds to the Pan America ST, which typically features less radiator protection. Both bikes retain their sump guards and front fenders.

The CNCPT kit is designed to use the Pan America’s stock fuel tank, sans the plastic center console that runs over the top of it. Removing it leaves the tank’s welds exposed, so Powerbrick sanded these down before repainting the bikes. Each tank now wears a slim CNCPT gas cap, retrofitted with each bike’s original key barrel for ease of use.

The most radical change to the Pan America’s layout is CNCPT’s heavily abbreviated tail section. Machined from a sizable chunk of aircraft-grade aluminum, it’s a bolt-on arrangement that Tim says can be done in a weekend—without the need for a bike stand.

The kit is comprehensive and extremely well thought out. It includes everything from a license plate bracket and light, to integrated LED turn signals that are fitted with Harley connectors, making them a straight swap. There’s also a built-in electronics tray, a full set of stainless steel fasteners, and a hydraulic hose kit from Venhill Racing that allows you to hide away the Pan America’s ABS pump.

The tail kit reuses the original Harley taillight, adding a little OEM flair to the design. CNCPT offers it with or without upholstery, and with various exhaust options. These two bikes use matching twin muffler setups, with bespoke stainless steel headers that were fabricated by Chiel Nipius at Nius Moto.

Other upgrades include Venhill Racing brake hoses to match the ABS relocation kit, high-grade silicone coolant hoses from Samco in the UK, and DNA filters. Some judicious dyno tuning has each Pan America making 165-plus horsepower, while weighing around 45 kilos [99 pounds] less than before.

It took over a year to prototype, refine, and develop the kits that adorn this pair of striking Harley-Davidson Pan Americas. We’d call it time well spent. Resplendent in inverted liveries, with orange accents and leather and Alcantara upholstery, they make a strong case for the Pan America as a candidate for customization.

Powerbrick | CNCPT Moto | Images by Paul van Mondfrans Lindén

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