Speed Read, March 27, 2022

Our favorite stories this week run the whole gamut from old school to new, starting with a stunning Ducati breathed on by the legendary Woods Motor Shop. There’s also a crisp CB750 from Australia’s JAX Garage, a gorgeous Kawasaki restomod from the Japanese specialists Auto-Magic, and news of the return of Can-Am. Enjoy.

Kawasaki KZ1000 MkII by Auto-Magic When it comes to meticulous muscle bike restorations in Japan, AC Sanctuary has the highest profile. But they’re not the only outfit playing this game. An hour’s drive south through the Chiba prefecture will take you to the front door of Kawasaki specialist Auto-Magic, which has a slightly different approach but an excellent reputation.

Auto-Magic focus more on the restoration side, with a smattering of mods to bring bikes up to date—rather than building ultra high-end restomods.

This newly-finished KZ1000 is a great example, and looks as good as the day it rolled off the factory floor. But closer inspection reveals a few interesting changes to the structure of the bike.

The biggest change is at the frame level, with stiffer sections of seamless steel tubing welded underneath the top tubes, which have been reinforced. There’s a matching new rear subframe too, and everything has been realigned on a jig.

There’s more major work on the swingarm, which is an adapted Yamaha XJR1300 unit with rebuilt pivots. It also allows Auto-Magic to fit a 200-section rear tire. (The rear wheel, incidentally, was found to be slightly out of alignment, and corrected.)

New sprockets allow a straight chain line, the Öhlins suspension package includes right-side-up forks, and power comes from a refurbished engine breathing through Yoshimura MJN-TMR carbs. Fabulous. [More]

The “Woods Bike” We tend to associate Brooklyn-based Moto Borgotaro with classy Italian restomods, but main man Peter Boggia also has a knack for tracking down some very interesting machinery to sell.

He’s just listed this 1974 Ducati 750SS, which is even more desirable than usual—because it was tweaked in the mid-80s by Jim Woods, proprietor of the famous SoCal hot rod outfit Woods Motor Shop.

In 2013, a no-expenses spared restoration began, including an engine rebuild by Ian Gowanloch in Australia. The original, non-Woods bodywork was restored by Back To Classics in the Netherlands, and every detail on the bike has been carefully considered—right down to the Alpina spokes on the beautiful Borrani rims.

“To say that the current owner is detail-oriented would be a gross understatement,” says Peter. “Included with the sale is a huge history file of the restoration process, original receipts, as well as hundreds of photos and notes over the nine-year restoration.”

In terms of provenance, this is as good as it gets. Well-heeled Ducatisti should contact Moto Borgotaro for more details and pricing.

Honda CB750 by JAX Garage It’s hard to believe that the iconic CB750 was released over half a century ago. It still looks terrific in stock form, and still exerts a pull on custom builders. This red-hot CB is exactly 50 years old, and comes from JAX Garage of Melbourne, Australia.

A lot of work has gone into this machine. The front end is custom, and part of a kit that JAX have developed. New triple trees clamp onto Honda CBR929 RR forks, with the brake calipers, discs and alloy wheel from the CBR carried over too.

The rear end is a custom set-up too, using a 2004 Ducati Monster rear wheel and upsized sprocket, and custom-spec YSS piggyback shocks. “We decided to go with this setup because the front and rear wheels were both three-spoke alloys and provided consistency for the entire build,” says shop owner Jas Babalija.

The iconic inline-four gets a boost from Mikuni RS34 carbs and a set of 50mm velocity stacks. It bumps up horsepower by 25%—“At least, that’s what Mikuni claim!”

JAX have simplified the back of the frame, and added a classy new seat and many less obvious details, such as a custom oil tank, a complete Motogadget fit-out and a lithium battery-compatible regulator/rectifier from Rick’s Motorsport Electrics. Multiple small items have been turned on the lathe or machined on mills, such as suspension bolt covers.

There’s even a five-piece crank case breather: “No-one will ever see it unless they duck in right under the fuel tank, but we’ll always know it’s there,” says Jas.

The CB750 is now about 30kg lighter than stock, and no doubt handles far better than the original—helped by modern Pirelli Diablo Rosso III tires. Here’s to another half century on the road! [JAX Garage]

Can-Am teases a family of electric motorcycles The moto industry is now starting to resemble the auto industry from a few years ago. New electric bikes are being teased every week, and the latest to join the fray is Can-Am.

Can-Am’s bikes are unlikely to be vaporware. If you live in the States, you probably know the brand for its 1970s motocrossers. If you live elsewhere, or on a farm, you probably know the company for its more recent ATVs.

Can-Am’s Canadian parent company Bombardier Recreational Products has annual revenues measured in billions of dollars, so this move is significant. It already owns the assets and IP of Alta, and the new bikes are projected to hit the market in two years.

Unfortunately, although it has filed patents, BRP hasn’t revealed any more details: all we’ve got is a murky video. Plus a telling quote from the press release: “Riders can expect these new state-of-the-art electric Can-Am motorcycles to be perfect for everyday commuting and, to stay true to the track & trail heritage of the brand, recreational on- and off-road riding.” Bring it on. [Via]

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How to Buy a Used Car Out of State

When the demand for used vehicles in the US is so high, sometimes the only chance to get a dream car is to buy it out of the home state. But without careful planning, a buyer may incur additional costs. The specialists from the top rated Indianapolis used car dealership Indy Auto Man give comprehensive instructions on how customers from other states can make a purchase in Indiana and avoid the headache with the fees payments. 

What to Consider When Buying a Car in Another State 

To purchase a vehicle in the neighborhood region can be a great bargain. And good preparation for buying a car in another state can help avoid the hassle and extra expense. The main points are: 

• Sales tax must be paid in the state where the car is registered, not where it was purchased. However, in Indiana, a buyer needs to obtain a temporary registration card to take the vehicle home. 
• It is required that the vehicle meets the emission standards for the state it will be registered in. Some states have more strict emission protocols than Indiana. Fortunately, many vehicles have a label about meeting all 50 national emission control standards.
• Transporting a vehicle from one state to another is not a difficult task. However, shipping can nullify any potential savings from purchasing a car. It is vital to calculate the expenses, as the delivery conditions vary from one dealer to another. For example, Indy Auto Man provides free shipping within 250 miles of the dealership. 

Steps to Buy a Car in Indiana 

The first thing for a potential buyer is to get a vehicle history report. Reputed dealerships, like Indy Auto Man, always provide this information for free. The vehicle should have a clear title with no liens. Otherwise, the new owner will be responsible for the satisfaction of any legalities. 

After getting the vehicle home, the owner must pay sales tax according to the acting laws of the state of residence. 

The state car department can also provide information on the inspections required for the new car, and, depending on the state, this may include odometer, emissions, and/or safety checks. After inspecting the car, the owner must visit the DMV with the inspection certificate, sales paperwork, photo ID, and address confirmation. This document allows registering and obtaining ownership of the vehicle.

It is indispensable to check the terms for registration of the car in the state of residence. In most cases, it must be completed within 30 days of purchase. Otherwise, the owner may be subject to fines and other penalties. 

Working with dealers outside the state can help complete the necessary registration documents. The owner may be asked to provide a vehicle identification number form. This document will confirm that the vehicle is not stolen property.

If the car requires a non-standard document, such as a salvage title, the future owner should read the precautionary requirements for these types before completing the purchase. The cost of ownership and the amount of time to claim after purchase also vary from state to state.

The car insurance policy determines whether an owner needs coverage before or after buying a car. Some insurance companies cover the purchase of a new vehicle for a certain period, even before the car is insured. However, if the policy does not include this provision, a buyer should receive coverage immediately. Also, if the car is financed, there may be certain insurance requirements that a buyer must meet before getting a loan from a lender.

In some cases, the insurance company will give a grace period to get new coverage under the current car policy. However, if the buyer does not have valid car insurance or if the car price differs significantly from the value of the vehicle listed in the insurance, he will need to obtain new insurance before purchasing the vehicle.

When buying a car from a dealer, the customer gets everything done with no headache. The sales representatives will help with paperwork and make sure that there will be no troubles with transporting and registering a car in another state. A buyer can always choose a car online, discuss everything in advance, calculate all payments and fees, and purchase the vehicle with no risks.

The post How to Buy a Used Car Out of State appeared first on Automotorblog: Daily news on cars and motorcycles.

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Adult Schwinn: A Stingray-inspired Yamaha XS650

We’ve had our eye on Sean Skinner at MotoRelic for a while now. The Virginia-based builder has a knack for creating tidy restomods and customs, and knows how to nail that ‘factory’ vibe. But he’s just thrown us a major curveball with his latest project: a vintage Schwinn-inspired Yamaha XS650.

This deviation from MotoRelic’s usual fare was conceived six years ago. Sean had the offbeat idea to build an upsized replica of Schwinn’s famed 1968 Stingray Orange Krate chopper bicycle, powered by a motorcycle engine.

“Let’s add to the mix that I had never built a complete frame before—or lots of other parts on this build that followed,” he tells us. “I acquired a clean stock frame that I cut the neck off of, so I could retain the proper VIN number. Then I installed the lonely neck onto my recently purchased frame jig, and started brainstorming how I wanted it to look.”

Sean’s challenge was to replicate the swooping curves of the Stingray’s tubular frame. First, he fabricated the lower loop of the frame, using a mockup of the engine to get the proportions right. Then he used PVC tubing to prototype the rest of the design, before shaping each steel tube using a ring roller.

Once all the tubes were tacked in place and resembled the photos Sean was working from, he went ahead and laid down the final welds. The chassis looks like a single structure from afar, but the two tubes that run along the bottom of the tank are actually separate pieces. They’re there for extra bracing, and to act as the upper engine mounts.

But that’s as far as Sean got before the project stalled. “I hit a stumbling block, and the frame sat for four years in my basement,” he tells us. “It was either the lack of money for all the engine parts or the lack of confidence in building the front end… probably both.”

“As time went on I never forgot about the build; it just wasn’t top priority. Until one day when I was surfing Marketplace and stumbled upon an XS650 that a good friend had built. He was selling a bike with the perfect engine for my build.”

Sean isn’t overstating it when he says “perfect.” The XS650 mill had been ‘re-phased’ by Hugh’s Hand Built—an extensive rebuild process that changes the firing order from 360 to 277 degrees. It was also fully polished with ‘big fin’ cylinders, an electronic ignition and a ton of freshly chromed parts.

With that one major component sorted, the project was back in full swing. The front end was next on Sean’s list—but first, he needed to sort out the Schwinn’s signature big rear wheel, to get the ride height just right. A 21” rim laced to a stock XS650 hub with Buchanan’s spokes did the trick.

“Having the comically large wheel mounted to the frame really allowed me to see my vision in real life,” he says. “It’s adorable.”

Sean knew exactly how the ‘banana girder’ front end should look—but executing it was going to be tough. So he scoured the internet, and found a shop that builds them for Harleys. The scale was all wrong, but Sean managed to convince them to sell him a steering stem and its ‘yokes,’ giving him a head start.

Using a 17” drum brake wheel that he picked up from a buddy at a swap meet, Sean started crunching numbers to get the geometry just right. With a crude jig to line up all the pivot points, he pieced everything together—machining custom spacers and bungs as he went. An adjustable mountain bike shock was added for a little extra compliance out on the road.

The handlebars were made by hacking up a brand new set of ape hangers, and welding them to the front end. Sean wanted to keep the cockpit as clean as possible, so he used an internal throttle, and welded hand-made lever perches directly to the bars. Everything’s linked up with new cables from Venhill.

The foot controls were pieced together using a set of aftermarket pegs, old Harley mounts and a Magura switch for the rear brake.

Another challenge was finding a fuel tank that would fit the Stingray’s classic lines, but still hold at least two gallons. “While sitting in the shop I noticed an old Virago tank hanging on the wall,” Sean tells us. “I could see from the side that it had a similar curvy shape in the side of the tank.”

“I made a tunnel and base for the new tank that followed the frame. Once that was in place, I cut up the Virago tank and found the shape I needed in two pieces. More sanding and test fits than I care to admit, and I had the tank parts tacked into place.”

For the classic banana seat, Sean built an aluminum seat pan, then shaped the foam to complement the curves of the fuel tank.

The original Schwinn Stingray used shocks at the bottom of the sissy bar to add some cushioning to the ride—and Sean was adamant about replicating that. So he sourced some springs and bushings from McMaster-Carr, and machined all the parts to create a full-sized version of the vintage seat shocks. The seat hinges on a well-hidden pivot up front.

The last thing Sean agonized over was the exhaust. After a few failed ideas, he settled on building a pair of curved pipes that would trace the frame in order to blend into the overall design. There’s a baffle welded into each pipe too, to keep noise levels reasonable.

The rest of the build is finished off with a host of thoughtful hand-made parts. The attention to detail is striking—and is visible even on functional parts like the fuel petcock and rear tank bracket.

The final color scheme is a winner too, and took a whole team to pull off. Right A Way Powder in Middletown handled the candy orange on the frame, while DGM Chrome Plating in Philadelphia did all the chroming. Roxan at Range Needlework in Arizona tackled the seat, covering it in a retro-fabulous white glitter vinyl.

Danny Knight at Knights Kustoms in Winchester, Virginia shot the heavy flake off-white paint on the tank. And John Ralph at Quail Run Signs created stencils to paint the Schwinn-style Yamaha logos on.

With everything buttoned up, there was only one thing left to do: ride it. “It took about five kicks to get her going,” says Sean. “Blame it on dry carbs, no battery, stage fright or whatever—but it started and sounded amazing.”

“It’s smiles for miles on this thing too. It handles well and rides very nicely.”

“You have to look at this bike and smile at the fact that it was built from inspired dreams of the Schwinn Stingray Orange Krate. A fun whimsical build that is art in motion and nothing else. A childhood memory of wacky bicycles with squared-off slicks that didn’t handle well, but were there for fun.”

Amen to that.

MotoRelic | Instagram | Images by Jonathan Thorpe

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Muscle R2 by Cohn Racers: The ultimate Sportster special

The market for modified Sportsters is crowded. Most builders of repute in the USA know their way around the venerable platform, and the array of aftermarket parts is dizzyingly large. It takes something very special to stand out—like this custom-framed, limited production special from Cohn Racers.

The man behind the Florida workshop is Chet Perez, who was born into a motorcycle-mad household over 4,000 miles away in Madrid, Spain. His destiny was predetermined from an early age: “At four, I was already riding a Yamaha PW50. And when I turned seven, I started racing Trials.”

Chet always worked on his bikes, so he was gaining mechanical knowledge while most kids were watching Rugrats. Then he moved to the USA to study and spend a few years with Apple, until he realized the tech world was not for him. So he set up Cohn Racers in 2017.

It was a jump into the deep end. “You don’t know how hard it is to start a motorcycle shop until you actually do it. This is why I have so much respect for every other builder in the industry.” Fortunately a turning point arrived in 2019, when Chet revealed his Harley XR1200 Muscle R.

“It went absolutely viral on social media because people just loved it. Knobby tires, great suspension, great brakes and an American soul. With a V-twin motor that actually felt in harmony with the rest of the motorcycle.”

As Chet built more Muscle R bikes, he was testing improvements. “I started getting into engineering with a friend, Joan Mataro. We invested in 3D printers, scanners and software.” But the idea for the Muscle R2 remained the same: A Sportster that had real power, braked and turned, and had an elegant, mean stance.

Using a Peel 3D scanner, Chet and Joan scanned a rubber-mounted 1200cc motor from the latest XL Sportster model, plus the OEM frame and the frame from a XR1200. “These scans gave us a ‘mesh’ with millions of points. We developed a proprietary frame with an aggressive look that does not compromise comfort, and handles turns in a spectacular fashion.”

After virtual testing and simulation, Chet and Joan 3D printed several frames out of tough PLA, with similar angles to the original XR1200. “Josh Lewis, our master welder, did an impeccable job in setting up a jig and making the first prototype frame. We can now build as many frames as we need, in any alloy. We are currently offering a titanium Grade 5 alloy frame to future MR2 owners.”

Next was the journey of designing a five-piece swingarm that could be welded and adjusted for a client’s height. SolidWorks software was used to simulate different forces, and David Sanchez of BottPower provided engineering help.

“We also had a current engineer from Aprilia inspect and simulate our final piece,” says Chet. “This is one of my favorite parts of the bike, because I love the hollowed X sections on the inside of the swingarm. Hard to appreciate with the rear wheel on though!”

Cohn Racers have used Öhlins for suspension since day one, and for the Muscle R2, they helped to select the best FGRT fork setup and rear suspension to fit every MR2 owner. “We also designed a set of triple clamps that are CNC-machined out of billet aluminum, with the right offset to tuck in the headlight and speedometer,” says Chet. “Being able to model things on CAD lets you work ahead.”

The Brembo-based brake system was trickier. “I could not find any disk brake on the market that would fit the bike, so with a piece of paper and a compass we started playing around with different patterns and we came up with a really unique design,” says Chet. “We went with floating 330mm front disks and a 260mm solid version for the rear.”

For the wheels, the crew has used Harley hubs with a custom set up to fit 18-inch spoked rims—6 inches wide at the back and 3.5 at the front. “It gives the bike a flat track feel, which was the whole intention of the original XR models from Harley Davison,” says Chet.

“There are many tire choices that would fit, but for some reason clients keep going for dual sport tires. They are super soft and have decent grip, but we’re excited to build an MR2 with street tires to push its real limits soon.”

The air-cooled Evolution V-Twin engine now musters more than 100 horsepower on 93-octane gas, but Cohn Racer’s mods do not compromise reliability. Aside from ECU trickery, the biggest change is a downdraft air intake system using a new manifold: it’s CNC-cut from an aluminum block with a 6-axis machine. Two large ducts catch way more air than stock and at the other end, spent gases exit via a full 2-into-2 titanium exhaust. It’s finished with Akrapovič titanium mufflers.

Less obvious is a small oil cooler plumbed into the original oil tank under the seat, which ensures a plentiful (and cool) supply. Chet has also kept the original battery setup—“which opens doors for people that don’t want to rely on lithium batteries.” Fuel is housed in a tank crafted from laser cut 2mm aluminum sheet, bent and welded together.

Carbon weave is everywhere, and beautifully made. “Anton, our carbon fiber guy, worked for the Scuderia Toro Rosso F1 team and Koenigsegg in Sweden,” Chet reveals. “The MR2 has over 20 parts using pre-impregnated carbon fiber and cured in an autoclave.”

“It’s one of the most expensive processes for making composite parts, but it will ensure the perfect content of resin per fiber—and makes the visual side exceptional. Paint jobs are something we offer in collaboration with many artists, and can mix the exposed carbon with really special designs.”

The same care has gone into the cockpit experience. A specially designed multi-function display shows RPMs in analog format and other information digitally. And the logo on the carbon fiber cover is cast in 24k gold from a wax mold by a master jeweler. (“He polished the piece with several compounds to achieve maximum shininess.”)

The aluminum handlebars are custom made, with cabling run inside, and the switchgear lights up in blue for easy operation at night. The legal-necessity lighting is discreetly integrated, with the rear fender using just two parts to hold all necessary light units as well as the license plate holder.

The paint is not the only aspect of this Harley that can be modified: every client also gets to choose the hide for the leather seat. “We typically source our leather from Scotland, but this will depend on the client’s vision,” says Chet. “The leatherwork is carefully curated by our artisans. It defines the handcrafted process.” And if you want your MR2 further tailored to your tastes, Chet is happy to talk.

“We also tune and set up every bike for each client,” Chet says. “We adjust things such as ride height, suspension stiffness and other small details that will make the rider as comfortable as possible.”

As an aside, Chet is already working on his next venture, which will have four wheels rather than two. “We will be unveiling an incredible car that we’ve developed this year,” he reveals. “So we’re looking for investors who share the same passions that we do, to keep growing this new phase.”

If you’re salivating at this point, you’re probably not the only one. The first Muscle R series was in big demand, and one client has already sold his at a profit. Cohn Racers have now started building the first batch of MR2s, with nine orders already on the slate and production limited to 99 units worldwide. Pricing will start at $45,100 but will likely rise as demand increases.

A matching Cohn Racers bike and car parked together sounds like a dream garage to us. Interested parties, form a queue.

Cohn Racers | Instagram | Facebook | Images by Pepper Yandell

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