Retro chic: Slipstream’s Honda CB360 scrambler

The custom scene is scattered with craftspeople that do more than just build awesome motorcycles. James Fawcett is a prime example. As Slipstream Creations he makes furniture, paints bicycle frames, does ad-hoc welding and fabrication jobs, and even upcycles spark plugs to create coat racks.

He also finds time to build custom motorcycles like this delightful Honda CB360 street scrambler. Thanks to James’ extensive skillset and can-do attitude, he does everything from his workshop in St. Louis, Missouri—right down to paint, powder-coating and upholstery. So other than some part-time help from his son, it’s mostly a solo gig.

Slipstream’s portfolio is loaded with small-capacity vintage Hondas that are pared-down, tastefully tweaked and finished in vivid liveries. It was one of those builds (a CL350) that caught the eye of this 1974-model Honda CB360’s owner, and prompted him to reach out to James.

“He had begun the journey of building his own custom bike,” James tells us. “But like many of us, a lack of time, tools, and experience caused the project to stall. That’s when he reached out to us to help make his vision a reality.”

The bike arrived in pieces, sorted into an assortment of boxes and bins. Step one was to inventory the mix of original and aftermarket parts on hand. Once that was done, the guys rolled up their sleeves and dove in.

With the Honda stripped, Slipstream focused on cleaning up the frame. Unneeded tabs were shaved off, and a custom subframe was fabricated with a flush-mounted taillight and turn signal combo LED.

Perched on top is a custom-made seat, with a slim electronics tray tucked underneath. This CB also leans in to the fender-less back-end look, but not at the cost of practicality. Look closer, and you’ll spot a hidden inner fender, mounted to keep dirt out of the pod filters.

The OEM fuel tank is still in play, and looks right at home alongside Slipstream’s other changes. A tiny front fender completes the minimal bodywork.

Slipstream’s builds often straddle the line between custom and restomod, and this one’s no exception. Part of that charm is down to how well James blends old and new parts.

In this case, the Honda still wears its original forks, but they’ve been rebuilt. The rear shocks look vintage, but they’re modern units with preload and damping adjustments. And although the original steel rims were swapped for 18” aluminum hoops, they’re still laced to the original drum brake hubs.

“We often swap front drum brakes for the more modern hydraulic disc systems,” James explains. “But the original front drum brake adds a bit of retro flavor to an otherwise slicker, more modern finish.”

Moving to the front, Slipstream installed a classic headlight, flanked by a pair of Motogadget LED turn signals. They also added an analog speedo, new bars with Biltwell Inc. grips, and modern switchgear.

Just two buttons control all the CB’s major functions, thanks to a NWT Cycletronic control unit. There’s a brand new wiring harness too, along with an upgraded regulator/rectifier, a Lithium-ion battery, and an electronic ignition from Charlie’s Place.

The Honda’s motor has been through a major clean-up and repaint too, and runs with a pair of rebuilt Keihin carbs. Slipstream coated the stock exhaust headers with satin black Cerakote, and added a pair of stainless steel reverse cone mufflers. Since they run so close to the bike, the side and center stands had to be modified to make room.

When the time came to paint the bike, James sent the client a plethora of color and graphics options. But in the end, he was so enamored with Slipstream’s older CL350 build, that he wanted something equally vibrant.

James obliged, coating the frame in white, and hitting the tank with a red, orange and yellow livery. The tank logos are a variation on Honda’s traditional ‘wing’ logo. A subtle hint of colored stitching on the seat adds an extra touch.

Slipstream’s take on the humble CB360 is a fun mash-up of old and new, and a great example of how to tweak a classic Honda twin. James is already hard at work on the next two bikes; a CL360, and a Suzuki VanVan with 14” rims and fat tires.

We can’t wait.

Slipstream Creations | Instagram

from Bike EXIF https://ift.tt/vVpj57W

Esputnik II: An electric drag racing bike from Spain

Bizarro Corp.’s online store has a T-shirt that reads “café racer is dead.” It’s a little rich coming from a custom workshop with a number of café racers in their portfolio. Then again, the Spanish crew isn’t exactly known for being conventional.

If you need proof, we’d like to present ‘Esputnik II’: an electric drag racing ‘bitsa’ that doubles up as a canvas for kinetic art. Built with Zero and Suzuki parts, and painted by the contemporary artist Felipe Pantone, it’s the perfect example of Bizarro’s unhinged creativity. And it was one of the stars of the recent Glemseck 101 racing festival.

It’s an evolution of ‘Estputnik I’—a bike that Bizarro built three years ago, when they decided to shift their focus to electric motorcycles. They started by pulling the brushless electric motor from a Zero DSR, good for 157 Nm of torque in stock guise. That was shoved into a scratch-built steel chassis, alongside a salvaged electric car battery.

Bizarro took Esputnik I to the Wheels and Waves event that year, and finished fourth in the fabled Punk’s Peak race. Then a global pandemic hit, and the team had time on their hands to put some more thought—and elbow grease—into their creation.

Armed with a digital render of what the Esputnik II should look like, Bizarro stripped the first iteration’s haphazard bodywork off and started over. Work on the front end began with a wireframe, over which the crew hand-formed a new aluminum fairing. It’s vaguely reminiscent of old-style dustbin fairings, just much less curvaceous.

A sleek cover sits atop the frame backbone where you’d expect to find a fuel tank. Behind that is a slim tail unit that echoes modern hyper-bikes like the Kawasaki Ninja H2.

Esputnik’s original chassis has gone largely unchanged beneath the new bodywork. It’s a stretched-out steel affair with a rigid rear end, built specifically for going fast in a straight line. A crude chain guard covers the left side of the rear triangle, and the foot pegs are just short bits of tubing welded directly to the frame.

Propping up the bike are the forks and wheels from a 2000-model Suzuki GS500. There’s only one brake—a Brembo unit mounted up front—but there’s also a regenerative engine braking system that helps to slow the bike down.

Bizarro fine-tuned the drivetrain on this version of Esputnik too. The original motor is still in play, but the battery’s been swapped out for a new one from Zero. And the gearing’s been fettled to optimize the bike for sprint races.

The changes have brought the top speed down from 195 km/h to 165 km/h. But the trade-off is that Esputnik does zero to 60 in 3.1 seconds—matching the Zero SR/S and Yamaha R1.

Power is controlled via a Domino throttle, hooked up to bare-bones clip-on bars. With one brake lever, and no switches or speedo, there’s very little going on in the cockpit.

Most of the bike’s operations happen via a custom-made control box, mounted to the right of the battery. It features three fighter jet-type toggle switches; the first turns the bike on, the second is the starter, and the third does the equivalent of putting the bike into gear. There’s a small charge indicator too.

As for the disruptive artwork, that was all Felipe Pantone’s doing. Bizarro simply handed the bike over to him, giving him free rein to coat the build in his signature style.

Fresh off the block, they then took the bike to Glemseck to duke it out with other eye-popping electric race bikes. They came away with second place, losing only to a 171 hp Energica. It’s a respectable result, but Bizarro aren’t quite done.

Cast an eye over Esputnik’s wiring and finishes, and everything feels a bit slap-dash. But there’s method in the madness—this is effectively a rolling prototype, with much more development planned.

Thanks to the simplicity of electric drivetrains, and their modular nature, there are endless ways in which Bizarro can reconfigure their race bike to go faster. And faster is the goal; the team is planning to tackle the famed Bonneville salt flats, with a target of 262 mph.

How they plan to hit that target is still a mystery, but one thing’s for sure: we can’t wait to see how Esputnik III turns out.

Bizarro Corp. | Instagram | Images by Bizarro Corp and Felipe Pantone

from Bike EXIF https://ift.tt/tBWGdYx

Speed Read, September 18, 2022

We kick this weekend’s edition of Speed Read off with two very different BMW K100 customs. Then we bring you a Yamaha Virago, a 250 cc BMX-Cub hybrid, and the world’s first flying motorcycle.

BMW K100 by Jerem Motorcycles Jérémie Duchampt has a knack for building svelte café racers out of bikes with massive power plants. This time he’s worked his magic on one of the chunkiest motors out: the BMW K100.

There’s a sense of mechanical aggression here, thanks to Jérémie’s choice of bodywork. The stock fuel tank is still in play, but it’s been subtly repositioned. Out back is a custom made tail section, complete with a pair of air scoops that play into the bike’s nickname, ‘Top Gun.’

Those scoops aren’t just decorative either. The air filter is actually housed inside the tail bump, with a bespoke stainless steel manifold to control airflow.

Jérémie fabricated a new subframe for the BMW too, and propped the rear up on a Yamaha R1 shock with custom-made linkages. A set of Suzuki TL1000S forks and brakes do duty up front, along with a modified Triumph fender. The wheels come from a Suzuki GSX-R (front) and BMW K1200GT (back).

The bike’s been rewired, and now sports a keyless ignition and a full complement of LED lighting. Jérémie deleted the stock ABS system too, and repackaged all the electronic bits in a hand-made fiberglass box under the tank.

The cockpit features new clip-ons, grips and levers, plus an aftermarket digital speedo. Finishing touches include an inner fender at the back, a swingarm-mounted plate bracket and a four-into-one exhaust system. Jérémie relocated the side stand to the right side of the bike too (if you’ve every owned a K-series BMW, you’ll know why).

Wrapping things up is a very fetching Alpine Blue livery, borrowed from Renault’s catalog. Tasteful blue accents ramp up the style, with satin black finishes adorning most of the BMW’s hard parts. [Jerem Motorcycles | Images by Jonathan Silène]

BMW K100 by Moto Rebuild If café racers don’t butter your toast, how about a scrambler-flavored BMW K100 instead? Resplendent in a matte burnt orange metallic paint job, this perky K comes from Maarten Bressers, who runs the Moto Rebuild workshop together with his father. They built it much earlier in the year, but it’s just gone up for sale.

The guys originally set out to create something slick and balanced, without ditching the K’s angular fuel tank. It now wears new side panels, a matching belly pan, and a slim tail section that sits on a custom subframe. The seat came from Cafe4Racer, with the cover handled by Miller Kustom Upholstery.

Cafe4Racer also supplied the unique rear suspension system, which is equipped with a YSS shock. The dual-sport tires are Michelen Anakees.

Up front are custom yokes, fitted with LSL bars and a Koso speedo. An LED headlight lights the way, with Motoism turn signals keeping things street legal.

Most of the bike is blacked out, but close inspection will reveal a number of 3D-printed badges and covers. The lack of graphics is refreshing, and the 3D BMW roundels add a particularly nice touch.

We’re not sure we’d run this K in the dirt, but we’d happily tear up the streets on it. If you’re into it, you can always holler at Maarten and make him an offer. [More]

Yamaha XV750 Virago by Pinguin Customs If there’s one bike that’s harder to beautify than a K-series BMW, it’s the Yamaha Virago. But Andreas Tauschek over at Pinguin Customs has done a stellar job with this 1981 XV750.

Andreas’ custom Virago blends together various café racer and bobber elements for maximum effect. Gone is the XV’s original laid-back stance; Andreas propped up the rear, and tweaked the OEM tank’s angle to pitch the whole bike forward.

He also grafted on a complete Kawasaki Ninja ZX-6R front end. And we do mean complete—the Kawasaki loaned its forks, front wheel and twin brakes, top yoke, clip-ons and even its switchgear. The cockpit’s finished off with new grips and a tidy Koso speedo.

Out back, Andreas ditched the Virago’s subframe in favor of a custom seat bracket. Perched on top is a Biltwell Inc. solo seat, with a set of Tarozzi rear-sets completing the rider triangle. The bike’s been rewired too, and now runs a Shin Yo LED headlight and Highsider taillights.

Lower down you’ll find a two-into-one exhaust system, with an SC Project muffler, and just a hint of neatly wound pipe wrap. A ‘Pinguin’ logo on the engine casing adds a cute touch to this otherwise mean machine. [Pinguin Customs]

Kawasaki Ninja 250-powered BMX Cub by Enggal Modified If you’ve never seen a ‘BMX Cub’ before, here’s a crash course: they’re basically BMX-style bikes built with parts from Honda Cubs (or Cub clones). Indonesia’s Enggal Modified has built a ton of them, but their latest one is a little wackier than most.

Most BMX Cubs have engines that are 125 cc or smaller—but this one’s running the 250 cc liquid-cooled four-stroke mill from a Kawasaki Ninja 250SL, which is good for around 28 hp. And if that doesn’t sound like much, we’d like to remind you just how spindly this custom scoot is.

The Ninja engine sits in a custom-made frame, complete with a custom swingarm and a motocross shock. Upside-down forks from a Suzuki GSX-R do duty up front, and the bike rolls on 19F/17R wheels with Shinko rubber.

BMX-style handlebars are matched to an actual BMX seat. As sketchy as it looks, it’s worth noting that this maniacal moped also has disc brakes at both ends.

It’s the first time Enggal has built a BMX Cub with a 250 cc motor, but we’re betting it isn’t the last. As soon as the shop posted the complete build to their Instagram account, it was sold… so there’s clearly a market for these. [More]

Aerwins XTURISMO hover-bike debuts The future is here: Aerwins has just demoed their XTURISMO hover-bike at the Detroit Auto Show (you an watch the video here). So if you’re a sci-fi nut with an inordinate amount of money burning a hole in your pocket, get ready to place your order.

Specific details on the XTURISMO are slim, but here’s what we do know: it uses six fans to take off and fly, it has a 40 minute flying time, and the claimed top speed is 62 mph. Aerwins lists its weight as 661 lbs—but its maximum payload as just 220 lbs, which rules this writer out. The engine is described as a “gas-electric hybrid powertrain,” but that’s all that’s been said so far.

The company’s plan is to sell it the XTURISMO in Japan initially. There, the law doesn’t actually classify it as an aircraft—so you don’t need a special license to fly it. They’ll likely expand their market to the US next year, once they manage to navigate local regulations.

The current model is expected to cost $777,000 when it releases (yikes), with a smaller model planned for the future expecting to cost closer to $50,000.

Is the idea of a hover-bike completely ridiculous and not at all practical? Definitely. Is there a better way to get around though? Heck no. [Source]

from Bike EXIF https://ift.tt/bTk49Wj

Mean Green Machine: VSB’s Kawasaki KZ1000R S1 replica

Even if you know very little about Kawasaki’s history, you probably know about the KZ1000R Eddie Lawson Replica. Released in 1982, it was a limited edition motorcycle based on the one that Lawson won the championship with. Essentially a production bike with new paint and some upgraded parts, it was special, but not overly so.

If you wanted something truly special (and with a bit more pep), Kawasaki had the KZ1000R S1—an almost exact copy of Lawson’s actual GP bike. They built about 30 S1s, and if you knew the right people, you could buy one for around $11,000. Understandably, they are astonishingly collectable; some have been sold at auction in recent years for ten times that.

It’s easy to see why S1s are so collectable—but not everybody has six figures clogging their bank account. Which is why Tony Bucci at VSB Moto in Canada decided to build this very convincing Kawasaki KZ1000R S1 replica. Vintage superbikes are Tony’s forte, so who better to do this iconic machine justice?

“We really liked Kawasaki’s 82 KZ1000R offering, but we also really liked the original Kawasaki Factory S1 race bike,” Tony tells us. “We basically blended the best of what both bikes had to offer to build our S1 Street Replica.”

VSB Moto started with the KZ’s improved stablemate, the 1982 Kawasaki GPZ1100 B2, as a donor. The frame was in tip top shape and needed nothing more than a fresh coat of powder—but the full bike took almost five years to build. Part of the challenge was finding authentic parts to kit it out with.

“We started collecting parts for the bike years ago and we are just thrilled with some of the pieces we were able to source,” says Tony. “Period correct parts are getting extremely hard to find as this bike is now 40 years old! We were very lucky to find the final components that we needed.”

The parts list is as extensive as it is impressive. Tony bolted on a set of 18” six-spoke aluminum EPM wheels, preferring the look of them over the three-spoke Dymag hoops seen on the S1. A set of reproduction stainless steel brake discs were fitted to the wheels; 330 mm up front and 250 mm at the rear.

The front forks are original KZ1000R units, rebuilt with new tubes and upgraded internals. The swingarm is a genuine Calfab S1 braced unit, complete with eccentric axle adjusters. A cush drive setup and period-correct Works rear shocks were also sourced.

VSB rebuilt the GPZ1100 engine with slotted cam sprockets, degreed cams and back-cut transmission gears. A set of VM33 Mikuni carbs was restored, and fitted with K&N high flow pod filters. A Kerker-style race exhaust with a 50 mm baffle, and an APE manual cam chain tensioner were added to the build sheet.

The billet oil cooler take-off manifold is custom, and feeds oil to an Earles cooler, mounted on custom brackets with braided lines. A Dyna 2000 ignition system and Dyna coils were fitted, receiving power from a new stator and regulator. A slew of billet parts adorns the engine to finish it off.

VSB Moto also treated the Kawasaki to new superbike bars and controls, with a quick-action throttle, Oury grips and KZ1000 clocks. There’s LED lighting all-round too, and a set of S1 replica rear sets.

The attention to detail on this restomod is incredible. VSB Moto even employed an old trick used by AMA Hall of Famer, Rob Muzzy; they raised the rear of the tank by an inch to replicate the correct S1 styling. A period correct fairing, seat, tail and livery drive the point home.

Tony is proud as punch, and rightly so. “It is a dream to ride with the 18” wheels, has very nimble handling, the suspension is firm and progressive, and the seat and controls are comfortable. The engine produces 100 hp at the wheel with 89.5 Nm of torque, and pulls hard to the redline—we’re just blown away by how well it rides.”

And we’re blown away by how good it looks.

VSB Moto | Instagram | Images by Mondo Lulu

from Bike EXIF https://ift.tt/0kiXtzN

3 Car Repairs You Must Never Attempt at Home

Car repairs or YouTube videos and DIY manuals make it look easy to fix your car. These hacks promise to save time and money and ensure good results. But they make sense only in certain situations when your car needs a wash or a tire fill-up. The truth is that these tricks may come with safety hazards and must be performed by licensed and certified Audi, Mercedes & BMW mechanics. This is more so because cars today are highly complex and sophisticated than the ones your previous generations have driven.

No wonder, the auto mechanics industry size in the US, measured by revenue, stood at $78.4 billion in 2022 and is expected to rise by 3.5% in the same year. It has increased faster than the overall Other Services (except public administration) sector.

J&T Automotive is one of the top auto repair facilities in Houston with competitive pricing and transparent services. They are proudly ranked No. 1 in customer satisfaction with 3 years/ 36,000-mile warranty and state-of-the-art facilities. You may not have to wait for more than a day to get your car ready.  The shop has expert auto mechanics who can offer oil changes, suspension services, tires and alignments, and cooling system maintenance.

Visit the best car repair center in Houston rather than performing the following at home.

Car Repairs – Fixing Shock Absorbers

Avoid sliding under the car to repair or replace the absorbers. You might not be able to tell an absorber from a strut, or injure your hands in the process. Not being able to fix it can leave the tire bouncing, experiencing frequent rear squats, and hitting roads at many points. Trying to crawl beneath might hurt your head as well. This is when you can visit a good auto repair service in Houston, TX since only a few things can be as alarming as a failed shock absorber.

Car Repairs – Replacing Airbags

You cannot reset or fix an airbag once it is destroyed. The whole bag with sensors must be replaced since these are critical safety devices. Else you might experience minor injuries like scrapes, bruises and scratches, or fatality depending upon the deployment. Check the indicator light, inspect the dash and keep a note of the airbag cover. You may visit a reliable car repair center in Houston for an overall check-up for the appropriate solution.

Car Repairs – Timing Belt

It connects the engine’s camshaft to the crankshaft, so they are timed well to perform together. This plays a vital role in controlling the valves and pistons in the car. A few of the engine parts need to be disassembled in order to replace the belt, which is quite complex. Not being able to do it accurately can prove dangerous for passengers. Visit the nearest auto repair shop for top-quality work, so you never have to worry about timing belts.

The best body shop will ensure you are fully satisfied with their service. Try not to take car AC repairs, transmission, and electrical repairs, and brake fixes in your hand.  It is always best to consult an experienced mechanic.

The post 3 Car Repairs You Must Never Attempt at Home appeared first on Automotorblog: Daily news on cars and motorcycles.

from Automotorblog: Daily news on cars and motorcycles https://ift.tt/Az1bmHR