The Kinetic Harley-Davidson Breakout that Wowed at Speed and Crafts

With a 34-degree rake and a 240 mm rear tire, the Harley-Davidson Breakout is the antithesis of the bikes that typically rev our motor. But once in a while, a workshop builds a custom Breakout that’s impossible to ignore.

This vivid Breakout blipped on our radar, when it took silver in the Modified Harley-Davidson class at Winston Yeh’s Speed and Crafts show. Slathered in kinetic bodywork and modern accouterments, it’s the work of the Taiwanese Harley-Davidson parts specialist Fangster.

Parts are Fangster’s bread and butter, but the workshop makes it their business to build a one-off special each year too. It’s not only a chance to highlight existing parts and prototype new ones, but it’s also a way for the company to fortify its signature aesthetic and showcase its brand identity.

Fangster’s mission was to retain as much of the 2016 Harley-Davidson Softail Breakout’s DNA as possible while putting an ultra-modern spin on it. The idea was to leave the frame unmolested—partially to retain the Breakout’s low-slung geometry, and partly because frame modification in Taiwan is a legal nightmare. Collaborating with their newest distributor, Motorcycle Storehouse, the crew treated the bike to a smorgasbord of off-the-shelf and bespoke parts, before wrapping it in an eye-popping livery.

Taking cues from the Breakout’s chunky Twin Cam motor, Fangster shaped new aluminum bodywork to dress it in. The lower edge of the sharp fuel tank traces the angles of the cylinder heads, while the top of it features a subtle curve that tapers towards the seat. A custom headlight nacelle hosts a punchy LED headlight from Shark Demon, while handmade fork covers give the front end a brawny vibe.

Out back, an angular tailpiece cradles a luxe Alcantara saddle. Fangster designed it with a pair of ‘arms’ that wrap around the swingarm, creating a seamless look that pushes the Softail’s faux hardtail design further.

There’s barely any clearance between the rear cowl and tire—but that’s only when the Breakout is parked. Fangster cleverly installed an air suspension kit from Legend Suspensions, so that they could adjust the ride height on the fly.

The OEM Harley forks still do duty up front, but they were modified to keep up with the rest of the build. The lowers came from Performance Machine and feature a slick hidden axle design. An Öhlins cartridge kit was installed for performance and full adjustability.

Sticking with the themes of practicality and performance, Fangster wrapped the stock wheels in sticky Metzeler Cruisetec tires. They then updated the brakes with Arlen Ness components, fitting an inboard eight-piston caliper at the front, and a six-piston item at the back.

Fangster wanted the braking setup as sano as possible, so they machined the front brake’s carrier plate to blend better with the look of the front wheel. For the back brake, they 3D-scanned and reverse-engineered the pulley to build a custom pulley-brake system that could operate in the tight space offered by the Breakout’s rear wheel.

There’s some interesting stuff going on in the Breakout’s cockpit. The handlebar is an experimental prototype that pulls inspiration from road cycling aero bars. Fangster built it by narrowing a set of stainless steel bars, 3D-printing an aero-style shell, and wrapping everything in carbon fiber. (The intention is to build the production version entirely out of carbon.)

A Koso speedo, similar in size to the small digital speedo on some current Harley Softail models, sits embedded in the top handlebar clamp. The switches are from Rebuffini, and all of the cockpit wiring runs inside the bars. Modified forward controls from GMA sit lower down.

With the project nearing the finish line, Fangster focused on the finer details. Tiny custom-made housings host LED turn signals from Motorcycle Storehouse at each end of the bike, with the rear units doubling up as taillights. The license plate sits on a side-mount bracket from Cult-Werk, while Arlen Ness supplied a transmission end cover, a kit to dress up the horn, a reusable oil filter, pushrod covers, and lifter blocks.

Getting the lines of the twin exhaust system right took some doing, but the crew nailed the flow. The system terminates in a pair of CNC-machined slash-cut tips that run parallel to the swingarm’s lower tubes.

Dubbing their Harley-Davidson Breakout ‘Rev Falcon,’ Fangster finished it off with a heavily layered and textured paint scheme inspired by feathers. Silver and candy blue graphics dance over a deep green-gray base coat, which incorporates traditional Japanese Seigaiha foil to give it an extra layer of sheen.

Finally, Fangster dosed the bike with a full complement of their Color Collection parts. These include the grips, points cover, air cleaner, derby cover, gas cap, footpegs, shifter peg, and handlebar risers, all sporting blue anodizing that complements the pain. With supermoto-like highlights on the rims, the color coding here is on another level.

According to Fangster, Rev Falcon was created as an exercise in restraint rather than a radical concept. But they’ve managed to play it both ways. This Harley Breakout is equal parts cohesive and chaotic—a stark testament to the company’s supreme skill and exceptional taste.

Fangster | Facebook | Instagram | Images by R* Camera

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Modern Primitive: Sideburn’s Royal Enfield Guerrilla 450 street tracker

Some motorcycle manufacturers have dipped their toes in the custom scene, but few have dived in head first like Royal Enfield. The British marque has made motorcycle customization a core component of its marketing strategy. That’s a bone-dry way of saying they sponsor events, fund custom builds all over the world, and then tell people about them.

I’ve been watching Royal Enfield’s Custom and Motorsport department grow for the past few years and wanted a piece of the action. My magazine, Sideburn, has a long history with the brand.

We built a custom Bullet back in 2012 when Royal Enfield was at the very beginning of their explosion in popularity and selling roughly one million fewer bikes per year than they currently do. (No joke.) When I saw the new Royal Enfield Guerrilla 450 I thought “There’s a bike we can do something with.”

Royal Enfield is not just into custom bikes, they’ve also invested heavily in amateur and professional flat track racing. So the idea was to build a street tracker that was still recognizable as a Guerrilla 450, but classy enough to stand alongside the custom Royal Enfields built by Sureshot, Sticky’s Speed Shop, Rough Crafts, and others.

Making it recognizable involved having Coba Valley Cycles fabricate an alloy tank with side profiles and a raised spine that echo the shape of the standard tank, while making it narrower than the steel original. A new old stock Harris Performance flush filler cap was incorporated into the top.

Coba Valley also made an alloy tail unit, basing it on the Enfield-designed tail fitted to the Royal Enfield FT450 race bike that competes in the DTRA flat track series. Holy Goat Motorcycle Seats upholstered the pad in Alcantara.

The Guerrilla has an asymmetrical swingarm with a curve in the right-hand side spar. This led Steelheart Engineering to design and make an industrially rude aluminum billet and tube arm that exaggerated the shape while retaining the standard wheelbase. A Nitron adjustable shock was bolted in, using the OEM linkage.

Lowery Racing wheels are used by the Moto Anatomy x Royal Enfield American Flat Track race team, and on the DTRA FT450, so they were the obvious choice for this street tracker. They’re made by a 20-something married couple, Jeffery and Gab Lowery, in rural Ohio, USA.

The front hub was designed and machined to accept the Royal Enfield disc, which is now chomped on by a HEL Performance four-piston superbike caliper. The caliper bolts to the Guerrilla forks via a DeftCAD one-off adapter. The forks have been shaved of extraneous protrusions and fitted with SUDO Cycles carbon fork protectors.

The rear brake uses a monster racing disc mounted on a Lowery Racing quick-detachable center. A Vortex Racing sprocket is on the other side, with road-legal Anlas flat track tires finishing off the job.

Co-Built made the stainless steel exhaust, just like they did for Bullet we built in 2012 (and a bunch of my bikes in between). They were given free rein, and created an avant-garde silencer that complements the lines of the swingarm that it’s tucked under. The header has a few lobster-back sections because it’s a custom bike, so why not, right? (Geoff at Co-Built needed a little encouragement to make the pie cuts, because ‘proper’ exhausts have bends and the minimum number of welded joints.)

Other details include Renthal flat track bars, a Motone tail light, Biltwell Inc. grips, and CP Racetec hoses. The master cylinders, brake lever, and clutch perch are HEL Performance parts, all of which are beautifully made in England.

The idea for the geometric paint job was a part of the project from day one and was laid on by Alex at AK Custom Paint, Essex, with the help of Matt from Image Worx. It’s based on the ‘body suit’ tattoo of friend and fellow amateur dirt track racer, Steph Birtwistle.

I’ve known Steph since she appeared on the cover of Sideburn in 2018. At the time she was a rider—but after that meeting, she started racing, and it was at the British dirt tracks where she met her future husband, Gary Birtwistle. Gary races for the Royal Enfield factory team and runs the Royal Enfield Slide School in the UK, and the pair of them appear in the films we made of this bike—so the tie-in seemed ideal.

It’s a great pattern, even without that story. But one thing that might not be obvious from the photos, is that the silver is actually bare alloy, with a clear lacquer over it.

The name of the bike—Modern Primitive—comes from a cult book about tattoos and body modification I saw as an impressionable youth in the late 80s. The name touches upon the tattoo inspiration, but also Royal Enfield’s attitude of building uncomplicated bikes made for riding.

As fans of street trackers and flat track racing at its most fundamental, that simplicity really appeals to us at Sideburn.

Sideburn Magazine | Instagram | Images by Craig Stuart

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Spring Fever: Amazon Diesel-Powered Mini Bike Pt. 3

We weekend warriors set lofty goals for ourselves to show what we’re made of. We ditch the rattle cans for fancy coatings, put projects on hold until we can afford the best parts and push the MIG back in the corner to painstakingly lay TIG like dimes. But when I think back on the projects that gave me the greatest satisfaction, most hail from the days when the experience mattered more than the final result.

To stay grounded, it’s important to let loose every once in a while and do something just for kicks. That was the whole idea of our Amazon Diesel-powered Mini Bike project, and even we were surprised to see how easily something can come together when you abandon the pursuit of Instagram-level perfection.

With sunshine and good times here at last, our pet project has finally come to fruition; from a forlorn pile of parts to a fun-loving lil’ rig that makes you feel like a kid again.

Finishing Touches Our mini bike was mocked up and glimmering in the sun the last time you saw it, and it looked good, but far from finished. It needed color and an identity, and inspiration can come from the strangest places.

You may have caught a quirky old pool ball in some of the build photos, and it serves a unique purpose that we’ll touch on later. We opted to match the bad boy theme of the 8-ball with our color selections, and since we burned up all our budget on the reverse box, we’d be DIY-ing the finish on the cheap. But just because you’re doing the wrong thing doesn’t mean it can’t be done the right way.

We prepped the parts out thoroughly by sandblasting everything back to bare metal. I opted for semi-gloss black on the frame, as it always strikes a better balance in my opinion than matte or gloss. The center sections of the three-piece wheels received a similar treatment, along with all the bolts.

Spraying rattle-can white is a more complicated matter, though, as I’m of the opinion that white-white never hits the mark. Dover White proved to be the perfect shade, and we applied it liberally on the engine shroud and rust-pitted wheel barrels. Against the black centers, the pairing is money.

Our in-house vinyl cutter provided the icing on the cake, with a pair of retro 8X decals for the recoil cover and number plate. Why 8X, you ask? The 8 should be self-explanatory at this point, and everything’s cooler with an X tacked on the end. We’ll say it’s a play on our website if you’re looking for a deeper meaning than that.

Growing Pains If you tuned in for Part Two of our diesel mini bike build, you’ll recall that we encountered numerous issues with our initial mechanical configuration, prompting us to rework the whole driveline with a go-kart reverse gearbox. That got us moving in the right direction (pun intended), but it wasn’t the only time we’d have to go back to the drawing board.

It should go without saying that a little single-cylinder diesel engine like this produces significant vibration, highlighting several weak links in our custom components. The aluminum belt guard for the torque converter cracked at one of the seams almost immediately, so that needed to be improved. Worse yet was our exhaust pipe mount, which we had to rework twice before incorporating a small rubber bushing to allow some flex.

And then, there’s the 8-ball shifter. Considering the industrial nature of our Amazon diesel engine, it doesn’t come equipped with any sort of kill switch. Instead, you’re supposed to throttle the engine back until its fuel supply is cut off, but that doesn’t really work with a conventional motorcycle twist throttle.

We thought we’d handle this problem by bending up a sweet shift handle that was affixed directly to the governor arm. Topped with the ubiquitous 8-ball, the intention was that you’d push the shifter forward, moving the governor arm to the fuel-off position. It almost worked, but our first handle proved too heavy and rattled the governor arm back and forth while in motion, causing the bike to bounce from full fuel to none.

A shorter shift handle put less strain on the governor arm, but my prized 8-ball shattered in the process and had to be replaced. I’d be upset, considering the questionable origins of that pool ball, but one of my guys donated a new one to the cause, and it’s been on at least a half a dozen Toyota trucks he’s owned over the years. Certainly a worthy replacement.

But What’s it Ride Like? Like us, I’m sure you’re wondering if this thing would really work. I mean, we’re talking about a dirt-cheap diesel engine from overseas, intended to power water pumps, log splitters and other types of no-nonsense yard equipment. While not without its quirks, I can assure you that it’s just as entertaining as I imagined.

The Amazon diesel blows some serious smoke, way more than anticipated. While it doesn’t sound a whole lot different than a Predator 212, we’re certain no one will mistake it for one. Despite all the smoke, it’s not quick in a conventional sense, but I bet she’s capable of at least 25 mph. We might fiddle with the gearing in the reverse box at some point, but it certainly gets you around as is.

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And then there’s the handling. Recall from Part 1 that we stretched the wheelbase a couple of inches to fit the diesel engine, and then examine the rake of the front end. I have no idea how this thing handled the way Sears made it, but it’s the embodiment of the phrase ‘turns on a dime.’ It feels like you can spin this thing around in a three-foot circle, and the lean angle is insane. One thrash section in the parking lot and I’ve all but eliminated the front chicken strips.

The rabbit-ear handlebars deliver their own special comedy to the handling situation, but they’re actually quite comfortable. As is the sprung solo seat, so pipe down, Tom.

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That center stand off of our Honda CB550 project also has no business working as well as it does, but it holds the bike steady when you’re pulling the recoil, and the retention spring keeps it folded up when you’re thrashing. And don’t even get me started on the technical brilliance of the rear grab handle.

Let the Good Times Roll Ordinarily, I’d be thrilled to see the conclusion of a project, but I’ll be bummed to see this grin-enducing piece of hardware leave the workbench. Refining all the ridiculous ideas we came up with for this project into tiny working pieces gave me a whole new respect for mini moto, and I’d say yes to another mini-bike build tomorrow if we could swing it.

I’ve kicked the horse to death throughout this project, explaining that this is something you need to do. There are old junk mini bikes all over the web, brimming with character, and the parts to revive them are cheap as hell. If you have some time to tinker or are looking to dip your toes in the custom motorcycle scene, get an old mini bike and let your imagination run wild.

New here? Check out Part One and Part Two of our Diesel-Powered Mini-Bike Project.

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Why the British MINI still captures hearts across the world

The MINI may be the few cars in history to achieve iconic status while remaining true to their roots. The MINI was born in the late 1950s to be a practical, affordable solution to British roads getting bogged down from overcrowding, but it gained its own life with the British public, coming to represent British ingenuity. Today, the compact powerhouse is now as popular with drivers all over the world as it is with drivers in the UK. So what is about the MINI that is taken up by everyone all over the world? Today’s article is for those who would like to learn what’s behind the cult of this iconic car, and how it managed to ‘survive’ for more than six decades.

Table of Contents

1. A symbol of British ingenuity
2. Staying true to its roots
3. The driving experience
4. A global favourite
5. MINI’s sustainability efforts

A symbol of British ingenuity

The MINI at its heart is a lesson in British innovation. The MINI, designed by Sir Alec Issigonis for the British Motor Corporation, was the result of a car designed as an answer to the post war lack of fuel and their need for family transportation that was near enough affordable. Originally it was intended to be a practicable vehicle for city driving, specially adapted to the narrow streets of Britain. A boxy form with ample room in a small footprint, and wheels positioned out at the far corners of a car focussed on function as well as flair, the MINI represented a rare blend of British design tenets.

Staying true to its roots

And that’s why the MINI is ever so popular one of the reasons is consistency. Over the years though the MINI has continually adapted, it has always managed to stick closely to its core design principles. However modern everything has become, this still has that iconic look and flavour about it, with a real sense of identity that’s immediately recognizable. When BMW bought the MINI brand in 2000, it gave it a 21st century redo while never letting it forget its British roots. The original MINI celebrated its classic design with every new generation, with cutting edge technology all wrapped in retro into a car which looks retro and performs like a modern machine.

And as such, the MINI lineup has offered a range of other body styles in recent times, like the MINI Clubman and Countryman, so that you have more choices, but maintain the DNA.

The driving experience

One of the biggest selling points of the MINI is its well established reputation for a unique driving experience. The MINI is known for its go kart like handling and while it will never be a relaxing, sedate drive it is an incredibly responsive, nimble drive that is very rewarding on a winding road or through city streets. This is a car that’s as practical as it is fun to drive – something which will appeal to those who feel that cars should be fun to drive.

When it comes to feeling engaging and spirited, the MINI’s low centre of gravity and tight handling clearly plays into that. It’s a small car packing grunt. It’s not the biggest car in the world, but the MINI can stand toe to toe with larger cars, delivering power and control even surprise first time drivers, and the familiar fans.

A global favourite

Of course the MINI is a British icon through and through, but that’s by no means the only country where it resonates. It struck a chord with drivers in London, Paris, Leningrad, San Francisco, or Sydney and it became true international success, whether you were starting at the end of the taxi rank or the beginning. Australian, Canadian, Andorran and Ukrainian consumers also cited the MINI as their favourite car brand, according to research by car insurance experts Compare the Market. The popularity of the MINI, too, is evident from statistics: over 5 million classic MINIs have been sold worldwide between 1959 and 2000. Since BMW took over production in 2001, it has delivered more than 5 million MINIs, with 295,400 MINIs sold last year alone.

MINI’s sustainability efforts

Because of the increasing eco consciousness around the world, MINI has also aligned itself with the sustainable drive, thereby introducing fully electric MINI Electric. Now, with MINI you can reduce your carbon footprint by choosing a car with zero emission driving available as an option. Yet, MINI’s Oxford plant has 11,500 solar panels installed on it and 100% of the CO2 free, green electricity used to produce the MINI Cooper SE at the plant comes from renewable sources. All of MINI’s plants receive 100 percent of their electricity from renewable resources. As a result, MINI has become more and more attractive to those who crave classic old style with values of today.

Because the MINI is more than just a car; it’s an icon across the world and continues to well and truly steal people’s hearts. British style met with universal appeal, it’s no wonder, then, that the MINI remains a top choice in the UK, Australia, and Canada.

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Mercedes Has Chosen to Develop Its Next Big Project in Georgia

In recognition of Georgia’s strategic value, Mercedes-Benz is planning to create close to 500 new jobs in the state. Concentrating workers in Atlanta and opening a modern Research & Development (R&D) hub is part of this decision. The company’s latest plant development reflects a major investment from Mercedes-Benz in the U.S.

The company began operating its 1MB facility in Sandy Springs seven years ago, which now has about 800 workers. In August 2026, another 500 workers will start at the plant, placing Georgia at the heart of Mercedes’s U.S. operations. Bringing R&D and customer work side by side increases the quality of products and how customers are served. From my point of view, this step shows Mercedes is committed to innovation and making customers happy.

A part of the technical personnel from all over the United States will now work together at the new R&D hub near Sandy Springs. Being based in Georgia will give Mercedes easy access to top engineering students from Georgia Tech. I think this step will help unite startups and companies from the region, creating an environment where ideas can grow.

Jason Hoff, CEO of Mercedes-Benz North America, pointed out that choosing to produce more cars in Mexico will benefit the company as it looks to the future. Mercedes is working to get teams closer so it can respond faster, get new products on the market faster, and guarantee a great experience for its customers. I see this strategy as a smart advance because it fits in with the industry’s movement towards more cohesive and flexible operations.

Governor Kemp thanked the companies, saying Georgia is proud to be a leader in transport technology. McCollum pointed out that Georgia is a leading innovator in transportation, bringing in Mercedes-Benz and others who are helping shape the future of the auto industry. I agree with these thoughts because I think Georgia is shaping up to be a major force in automotive manufacturing, thanks to recent events such as Hyundai Motor Group’s Metaplant America being built and Rivian’s new factory strengthened by backing from the Biden Administration.

All in all, Mercedes’s move to Georgia brings major progress to the state and the automotive industry. It means the company is dedicated to expanding, coming up with new ideas, and working together. Following these changes carefully, I look forward to seeing how this decision helps grow mobility and further establish Georgia as a leading place for business and opportunities.

With its presence in Georgia, Mercedes-Benz demonstrates that the state is increasingly important for the auto industry and is sure to offer economic gains and safer roads.

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The Kingsman: A 3.9-meter Royal Enfield Shotgun 650 by Kingston Custom

“Something really big is coming” and “It’s 3.9 meters long” were the only clues that Dirk Oehlerking of Kingston Custom gave us about his latest project. We knew that he had a Royal Enfield Shotgun 650 on the bench after winning last year’s Malle Mile Custom Build Challenge, and we’re well familiar with his work. So that was all the data we needed to fuel our speculation.

Kingston Custom’s Royal Enfield Shotgun 650 has just broken cover, and it’s even wilder than we imagined. Best described as an art deco streamliner, it puts the German artisan’s talent on full display.

Dirk runs the Kingston workshop out of a former forge in Gelsenkirchen, Germany—the perfect setting for the sort of hands-on metalwork that he relishes. Followers of his work will know that machines of this ilk are well inside his wheelhouse. But they might not realize just how analog his process is.

Rather than rely on digital renders or modern techniques like 3D printing, Dirk designed the Royal Enfield’s new bodywork at a 1:1 scale, using giant cardboard cutouts and sculpting foam. Once he had the design locked in, he began fabricating the individual pieces out of 2 mm-thick aluminum.

The amount of time that went into carefully crafting the modular body is staggering. A streamlined nose cone sits up front, fitted with the Shotgun 650’s OEM LED headlight. The nose is supported by a bespoke bracket that’s attached directly to the bike’s reinforced steering neck.

Next is the Royal Enfield’s central fuselage, which sports a number of intricate details. Cut-outs on either side reveal the engine, plus the obnoxiously short handmade exhausts. The foot controls are neatly mounted ‘through’ the bodywork, while a small hatch on the right-hand side makes routine maintenance easier.

Sat atop the bodywork is a central cover that’s bolted down with fasteners that, at a glance, resemble the rivets on aircraft. A set of custom-made handlebars poke through; they’re fitted with the stock controls and grips to maintain some of the bike’s factory details. Just in front of them, Dirk has very cleverly mounted the original Royal Enfield speedo in a classic Bates-style headlight bucket.

An elegant brown suede seat sits further back, where the central and rear sections of the body connect. The bike’s elongated tail section tapers gradually from behind it, terminating in a sharp concave cutout that hosts a 1958 Cadillac taillight.

The space behind the rear wheel isn’t wasted either. It houses a luxurious storage compartment, lined with wood and suede, and kitted with everything a gentleman might need—a mirror, comb, bottle opener, gin, tonic, glasses, cutlery, and an umbrella.

This key detail pays homage to the popular British comic book and film series, Kingsman, after which the bike is named.

As you’d imagine, there’s a lot going on underneath the Royal Enfield’s handsome champagne-gold exterior. For starters, fuel is now housed in a custom-built reservoir that sits in front of the rear wheel. It’s accessible via a vintage-style filler cap, located aft of the seat.

Dirk also traded the Shotgun 650’s upside-down forks for a set of right-side-up units from a Royal Enfield Classic 650, while also borrowing the Classic’s 19F/18R wheels. They were fitted with whitewall tires and the stock Shotgun 650 brakes. Out back, the swingarm was extended by 100 mm, and the rear shocks were ditched in favor of rigid struts.

The front wheel is flanked by a pair of wheel covers that mount directly to the forks, so that they can turn with the wheel and not hamper steering. So although tight U-turns in a parking lot are out of the question with this beautiful behemoth, it is rideable.

Kingston’s Royal Enfield Shotgun 650 also wears chromed bullet turn signals, a vintage Royal Enfield fender badge on the nose, and delicate pin-stripes that complement the bike’s graceful lines.

As we’ve come to expect from Kinston Custom, the Kingsman is both sophisticated and outrageous. The sheer scale of it will arrest your attention, while the myriad details that reveal themselves as you get closer will hold it.

If you’d like to get up close and personal with the Kingsman, Dirk will be showing it off in person at the Bike Shed Show in London this weekend.

And if you’d like a crack at building your own custom Royal Enfield, the good news is that the British marque has once again offered a donor bike to the custom builder that takes gold at this year’s Malle Mile Custom Build Challenge.

Be warned though—you’ll have some pretty big shoes to fill.

Kingston Custom | Facebook | Instagram | Studio images by Mark Riccioni | With thanks to Royal Enfield

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