Honda – BikeBound

(Words by Mark Turner. Highlights by us.)

Spanish-based Café Racer SSpirit create some of the most elegant, refined custom motorcycles to ever grace the blacktop. They say each built is a collaboration, a partnership between the customer and CRSS. They take a journey with their customers, from concept, through to realisation of their dream.

The Honda CBX 1000 was released in 1978 and made an impact similar to the meteor that ended the dinosaurs reign. At the time of the bikes release, one journalist said:

“The objective–to build the fastest production motorcycle for sale anywhere in the world–has been met.”

Another said:

“The CBX engine is as responsive as a racer, the nicest cycle motor to ever reach the street.”

One of the most recognisable features of the CBX1000 was its silky smooth, responsive, powerful 6 cylinder engine.

Honda CBX Cafe Racer: The Build

How do you improve such an iconic masterpiece? You give it to Café Racer SSpirit, that’s how. The expert team of craftsmen at CRSS took an early 1979 CBX1000 SC01 version and created what they consider to be one of their most important builds.

It wasn’t easy to find a decent base for the project. They scoured Spain from top to bottom, eventually finding a very clean, low mileage example in Southern Spain…around 1000km away! The guys brought the CBX back to the work shop and began the deconstruction, deciding on a full restoration to compliment the transformation they had planned.

What CRSS produced is nothing short of stunning. The extensive modifications are subtle in their execution, creating the impression that this could be a factory-finished custom CBX.

Suspension has been heavily reworked with Ohlins rear shocks and Suzuki USD front forks, complimented by Tokico front calipers.

The internals of the silky smooth, 6 cylinder 1047cc engine are standard, but CRSS have enhanced this behemoth powerplant with custom made filters and a beautifully exquisite, handmade exhaust from GR Exhausts. You can only imagine what an incredible noise that makes.

There are plenty of smaller details to catch the eye such as the Biltwell grips on Rizoma bars, the Bates headlight and Motogadget instruments.

CRSS have left no stone unturned with this build and have carried out some very high quality frame and body modifications. The subframe has been chopped and a shortened U section was fabricated and grafted in place. On top of this sits a stylish, handmade CRSS seat. Electrics and battery have also been relocated to create that clean look that we all crave.

The craftsmen at CRSS fabricated a short fender and painted the bike is a stunning bespoke metallic finish, with the refurbished Comstar wheels adding to the subtle, factory custom appearance.

They say music soothes the savage beast. I say CRSS have created a savage beast that makes music to stir the soul.

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Build by Cafe Racer SSpirit: Facebook | Instagram | Web
Words by Mark Turner: Facebook | Instagram | Twitter | Web

Argentina’s custom culture scene has been blowing up in recent years, and Herencia Custom Garage is right at the heart of the action. HCG’s primary builders, Federico Lozada and German Karp, have more than thirty bikes to their credit, but most of their builds are street trackers or scramblers. Now the duo is back with their latest creation, and it’s something they have never tried before: a Honda CB750K cafe racer.

Most builders have at least one Honda CB cafe racer under their belts, so it can be hard to stand apart from the crowd. However, Fede and German were highly successful, creating a blood- and bone-colored CB750 that we would love to blast through the busy streets of Buenos Aires or over the rolling hills of the Argentine wine country.

Federico gave us the full story of the build in Castellano, which we have translated below.

Honda CB750K Cafe Build: In the Builder’s Words

(Words by Federico Lozada. Translated by us.)

The base of this motorcycle is a Honda CB750K. The challenge we encountered with this bike was to make something that we never make: a “cafe racer.”

We adapted the completed front end, suspension and wheels from a Triumph SE. We fabricated the side covers en fiberglass, and the tail section and seat as well.

The exhaust is segmented stainless steel we welded custom to the bike. We wanted a “sober” bike, and so we used brand colors and insignias that are of the era.

Photography by Juana de Ezcurra: Instagram | Web

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German Karp: @karp_hcg
Federico Lozada: @fedecubik
Herencia Custom Garage: Facebook | Instagram | Twitter | Web

Recently, we featured this Honda CB750K cafe racer by Herencia Custom Garage of Argentina. Builders Federico Lozada and German Karp rarely tackle cafe builds–their style leans more toward the tracker/scrambler end of the spectrum. However, they jumped in with both feet this time, building not one but two cafe-styled builds.

What you see here is HCG #40, built as the little sibling to the CB750. The guys were actually running late on finishing the 750, and this little bike helped them get motivated to finish both bikes.

The Honda CB50 was introduced in 1971. The 50cc four-stroke single made 6 horsepower at 10,500 rpm, and the bike weighed in at a featherlight 74 kilograms. It had a 5-speed transmission (4-speed in some countries), and later models had a disc brake up front.

The crew at HCG made this CB50 cafe racer a miniature of their larger CB750K. Seeing the two bikes side-by-side is nothing short of heart-warming. These two are damn cute together, and we would kill to have such a duo in our stable!

Photography by Juana de Ezcurra: Instagram | Web

Follow the Builder

German Karp: @karp_hcg
Federico Lozada: @fedecubik
Herencia Custom Garage: Facebook | Instagram | Twitter | Web

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Tom Laveuf grew up in France, where he and his family rode Honda CR125 and CR250 dirt bikes, and his uncle rebuilt 70s Hondas. After moving to the States, his two-wheeled obsession went dormant until Seaweed & Gravel moved in down the street, and he met the shop’s bike builders.

Incredibly enough, he built the 1981 DOHC Honda CB750 monoshock you see here with zero prior experience welding, bending, or grinding metal. As Tom says:

“I firmly rely on the pride and joy one gets from doing all things on their own.”

What did have was Brady Young–veteran builder of Seaweed & Gravel–to serve as his coach. Brady guided Tom through the process from a distance, allowing him to make his own mistakes and learn from them. The result is the incredible bike you see here, one of the finest CB750s we have ever featured.

Monoshock CB750 Tracker: In the Builder’s Words

(Answers by Tom Laveuf. Questions and highlights by us.)

• Please tell about yourself and your history with motorcycles.

Name’s Tom Laveuf, I’m a 32 yr old touring sound guy, and I’ve been around motorcycles (mostly off-road) for as long as I can remember. I grew up in France, and I rode with my dad, and my cousins who had a couple mid-80’s CR125’s and CR250’s. My uncle at the time also rebuilt 70’s Hondas; that was his hobby. So I was around bikes then, but when my parents and I moved to the US from France, my exposure faded. It didn’t help that my uncle perished in a terrible motorcycle accident.

When the Seaweed and Gravel retail shop moved in approximately 100 yards from my front door, I must say I was rather intrigued and very excited. After meeting Dave (owner of Seaweed), Brady (Bike Builder) and Jarred (Bike Builder), and hanging out with them, we all realized that we had a lot in common and that we were all weirder than the next. It was the start of my return to the obsession of motorcycles.

So I bought my first motorcycle as an adult, a fairly clean and running 1974 Honda CB360. I rode the shit out of it, and because I firmly rely on the pride and joy one gets from doing all things on their own, I fixed, modified, and did everything myself (except timing adjustment…Randy, the industry guru at Seaweed, helped me with that). I also bought a 1978 Suzuki TS125 with knobby tires for a very good price just to have something to fill my craving for dirt.

• What’s the make, model, and year of the bike?

It is a 1981 CB750 DOHC.

• Why was this bike built?

Brady built an 81 CB750 he dubbed Mean Mr. Mustard, and it instantly became my favorite build of all. I couldn’t stop thinking about the way it looked, the way it sounded, and the way it moved. It immediately stole my heart and I vowed that one day I’d build something like that.

Tom’s Inspiration: Mean Mr. Mustard by Brady Young of Seaweed & Gravel

Every once in a while, I’d go on ebay and search for one of these as a barn find or someone selling one super cheap that I could snag and chop up, but I didn’t have much of a budget. Until I found this one, which was for sale as a bike in pieces. Its previous owner had a plan to build it as a cafe racer, but as I found out much later was then sadly diagnosed with prostate cancer and could not proceed with the build. It was a rolling frame, a tank, and three engines…with hopefully one of them working. I made an offer, and within 15 minutes, I was the new owner.

• What was the design concept and what influenced the build?

The concept was to build a bike similar to Mean Mr. Mustard, but with my personality infused in it. I was determined to do it, and I was going to, any way I had to.

Having never welded, cut, bent, or ground metal before, and never having designed anything other than large sound systems….I needed some guidance if I wanted this motorcycle I had dreamed up to eventually be a reality. My good friend Brady immediately said yes and enlisted himself in being my coach, and what better person, than the man himself that built Mean Mr Mustard. He taught me all the skills i needed, and put me in the right frame of mind, to envision and create the motorcycle of my dreams.

• What custom work was done to the bike?

Brady showed me once, how to do everything, then let me go. He let me make my own mistakes, and he let me do things the long way so that I could then appreciate the shortcuts and smarter techniques that one learns with years of experience. He didn’t want to rob me of the trials and tribulations. He also made sure I was doing things the safe way, so that the bike actually would be safe to ride.

We converted the bike to a monoshock in the rear, we cut the subframe and redesigned the seat and seat pan, found some beautiful deerskin leather on ebay and chose it for the seat, dropped the front end 1.5 inches and added Racetech Cartridge Emulators.

Made the bike a 4-into-2. I also tore the whole top end down…cleaned every inch, re-lapped the valves and valve seats, swapped shims, new rings, new seals, took apart the carb rack, rejetted it, new O-rings and seals there as well.

• Please include a list of the changes made/parts used.

A bit too long to list. The only original things on the bike are the wheels, the tank, half the frame, the engine and forks. Everything else is custom made or custom ordered.

• Was there anything done during this build that you are particularly proud of?

Welding the subframe, and the entire monoshock conversion was a big one for me….and never having had my hands in an engine before, tearing down, re-storing and upgrading the whole top end of the engine.

The bike will be for sale after some pretty serious testing and tuning.

Photography by Ryan Krause.

Follow the Builders

Tom Laveuf: @tomlaveuf
Brady Young: @imfreakinugly
Jarred DeArmas: @jarreddearmas
Seaweed & Gravel: Facebook | Instagram | Web

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They say imitation is the sincerest form of flattery and, in this case, it has resulted in an amazing build by Andrei, the fabricator/magician at BBCR Engineering in St. John, Indiana, just outside of Chicago. Andrei has previously been known for his CX500 creations, one of which, the BBCR507, was featured on Pipeburn. Here, he turns his talents to the CB750, after being inspired by the Classified Moto SuperStrada.

High inspiration indeed, as the SuperStrada was Bike Exif’s Bike of the Year in 2013. It has spawned a host of imitations. There is always some question as to the ethics behind inspiration and imitation — particularly if the end product is going to be sold to a consumer — but it’s hard to gainsay the level of execution in this build.

The Classified Moto SuperStrada

BBCR Super Sport 750: Build Story

Beginning with a stock 1979 CB750F, Andrei stripped it to the last nut and bolt and went to work. Nothing was left untouched. Tossing the complete front end, it was replaced with the components from a 2014 Yamaha R6, including the forks, rotors, calipers, and controls. Obviously, this is not a simple swap as it involved a new stem, bearings and stops. Cognito Moto fashioned a custom triple tree, into which a MotoGadget mini speedometer and lights were incorporated. A push button MotoGadget M lock ignition resides there as well. To maintain the clean lines, the speed sensor was moved out of sight to the rear wheel. Turn signals were crafted with LED lights on the front fork which are essentially invisible until activated.

The rear subframe and swingarm likewise saw the trash heap, replaced by a Ducati single-sided swingarm and mono shock rear suspension. All of the underseat electricals were relocated and custom stainless steel side covers fashioned. This beauty rolls on Marchesini 17-inch wheels at both ends.

The engine was completely rebuilt, then primed, base coated and cleared with automotive high temperature paint. It breaths through a 4 into 2 manifold setup with Mikuni carbs. The spent gasses depart through a BBRC-designed stainless exhaust capped with a Werkes muffler.

The rearsets and controls were lifted from the R6 as well and modified to fit as far back as possible to create the café racer stance and riding position. A new tail and fiberglass seat unit was crafted and the seat was upholstered by Luna’s Custom Upholstery. The frame was powdercoated in black and the paint applied in house.

Andrei’s goal was to blend the old and new into the ultimate modern café racer and we have to acknowledge that he has succeeded. It took him almost a year to create this immaculate and impressive ride.

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Here at BikeBound, we have a special place in our hearts for the Honda XR200. My father and I owned a pair of them in the nineties, which we took to every borrow pit and trail system we could find. In general, the Honda XR has proven itself one of the toughest, most adaptable platforms ever created. Now it’s great to see so many of these bikes being resurrected as custom scramblers and trackers.

This XR200 scrambler, built by 3B Customs of Surigao City, Philippines, was built for professional surfer Luke Landrigan, a huge moto enthusiast. The “3B” in 3B Customs stands for Bikes Builds Bonds — now that’s a name that says it all. Though 3B Customs is located far from the capital city of Manila, where many of the known bike builders call home, they are quickly building a name for themselves with incredible customs like this one.

Below, Benjo Sun of 3B Customs gives us the full story on the builder, the client, and the bike born of their collaboration.

About the Builder: 3B Customs

(Words by Benjo Sun. Highlights by us.)

We are from Surigao City, Philippines. It’s a quite sleepy city way down south from the country’s capital of Manila. It’s a little-known backyard garage called 3B Customs, so small in fact that even some locals in Surigao don’t know the shop actually exists in their area. Although we have been gaining quite a following in the last year since we started 3 years ago, and we already have a loyal fan base. We still are not that mainstream compared to the underbone and scooter scene in the area.

We first garnered the limelight 1 and half years ago after being featured on one of the Philippines custom motorcycle websites specifically focusing on cafe racers, scrambler, brat, trackers and the likes. After that, most of the clientele is not from Surigao but from the neighboring provinces, like Siargao island, Butuan, Leyte and even from way across the capital Manila where most of the known bike builders are based.

The man behind the shop is me, Benjo Sun. I mostly do the conceptualizing, designing, sketching, small fabrications, and paint. Since the company is steadily growing I am now getting hired help, professionals in their own field. To give the company an added edge to be able to compete with the rest of the country. Since we are located in the province we do with what we can with what we have. As they say, necessity is the mother of invention. What we can’t buy we have it fabricated.

About the Client: Luke Landrigan

The client is Mr. Luke Landrigan — a professional surfer, surf instructor, entrepreneur, and moto enthusiast from the Northern part of the country, La Union, Philippines. He started surfing at a young age and has been winning competitions ever since. He then turned his sights on building a surf resort, then now a mex-tex resto as well. When he’s not working you can bet he is off to carve up some waves. Sometimes he travels to the other parts of the country looking for that perfect wave.

His relationship with motorbikes started when he was young, as his father had a motorbike which was their primary means of transportation. And at the age of 18 his dad bought him his first scooter. That was the time where it all started, he was bitten by the bike bug.

Just a few months before his recent trip to Siargao island (considered as the surfing capital of the Philippines), he wanted to have a bike there to travel around the island, going from surf spot to surf spot, and even on to the more secluded ones. He already have a bike in mind and was able to get his hands on one from his friend in Siargao Island. The bike was a Honda XR200 which was locally available. It’s a considered as a go-anywhere bike, a bike you can ride on cemented/paved roads, dirt roads, and even sand. Although he already had the bike, it needed to be fixed and to have a much needed make over to be able to handle the specific challenges it was about to face and also to suit the owner’s personality.

The Collabaration

One day while I was working on a bike my phone rang, my hand were all greasy at the time so I wasn’t able to answer the call, it was then followed by a text message saying: Bro good day this is Luke Landrigan. You busy? Can I call? Or something like that. I can’t actually remember word for word. So I called him back. We talked and he said he’s interested in having a bike built, he had a Honda XR200 in Siargao Island for me to work on to be turned into a scrambler. Said he wanted it in white, with brown leather seats and with burly tyres. Said he wanted to it able to use it on paved roads, dirt and even sand. So I went on to send him some designs and eventually settled on a design, though along the way I did some last minute alterations to better suit the flow of the bike design.

The Build: XR200 Scrambler

The base bike is a 2000s Honda XR 200. When I got the bike, first thing I noticed was the lights front and rear, as well turn signals and horn were not working, speedo is busted, front suspension was shut, the rear mono suspension was not the right one for the bike — it was installed with a modified mono shock from a Suzuki underbone bike, which was also shut as well, needless to say the bike I got was bouncy as hell.

During the teardown process I noticed the headlight bracket was really rusted and rotted, some part of the frame was also rusted, luckily it was just in the rearmost part of the frame which was to be chopped. The engine was the opposite though; it had potential. It was still in good running condition just needed some tuning. And the bike came with an aftermarket free flow exhaust.

First thing I did was change the rims and spokes, and changed to beefier dual sport tires. Changed the rear mono shock and fixed the front forks. Once I got the stance I wanted, I proceeded with chopping the rear frame. Made custom rear fender, custom side panels and custom gas tank. Changed the handle bars, front and rear lights, as well as the turn signals, change the handlebar left switches and throttle assembly, made a custom headlight visor to house the speedometer.

Changed to a heavy duty gold chain, made a custom heavy duty engine guard / skid plate, made a custom seat pan and re upholstered it and like most of my other builds it comes with a custom hand sewn leather grips to match the seat. Also made a custom detachable surfboard rack which was also custom leather wrapped and hand sewn.

Overall the bike build turned out the way I wanted it to be. And I can tell that the client was pleased with the build because when he first saw the bike in person he changed his mind from just a bike for Siargao Island to “I’ll bring it back home with me to La Union!”

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Follow 3B Customs: Facebook | Instagram
Follow Luke Landrigan: Facebook | Instagram | Surf Resort

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We found this oh-so-clean 1975 Honda CB550F cafe racer through Denton Moto Collective of Denton, Texas, who recently listed the bike as their #motoinspiration of the day. Nicknamed the “F-Bomb,” the bike was built by Sean Zeigler of Other Life Cycles — also of Denton.

Sean works in his advertising as his day-job, and he was a founding member of the scooter club Los Vespaderos before moonlighting as a custom motorcycle builder. Recently, Sean reached out with the full story on the transformation of this middleweight CB from basket-case to bomb-dropper.

F-Bomb CB550: In the Builder’s Words

(Words by Sean Zeigler of Other Life Cycles. Highlights by us.)

So about the bike. It started as a stock basket case with a stuck engine, almost rotted gas tank and rotted exhaust. Kinda looked like a goner.

I basically stripped it down to the frame and cases and started over. The engine got a new set of seals, rings and a cylinder hone, as well as a new ceramic coated 4-into-1 exhaust and Keihin CR special carbs (26mm).

The frame went on a diet and had everything lopped off that wasn’t needed. I upgraded the swing-arm bearings to a needle bearing set up from the guys at Dime City Cycles and welded in a rear hoop and a panel to protect the carburetor intakes. The stock badge was relocated onto that panel under the seat.

It got new suspension all the way around with springs and Gold valves and new springs from Racetech in the forks and some decent air assisted rear shocks. Also modified the frame so that the turn signals mounted under either side of the rear bump.

The body came next. I replace the tank with a stock 550 tank from 76. I made the form for the seat-pan and layed up the fiberglass with the frenched-in brake lights. Welded in mounting brackets for the seat and a panel in the rear hoop for the the battery which would go under the rear bump and the rectifier regulator that is mounted under the seat rear.

I then set to building a custom wiring harness with the Motogadget system and made a tray that fit into the frame under the seat to hold M-unit heart of the system. The bike got an RFID on/off under the seat and LED lighting all the way around. A custom seat pad was made here in Denton and the paint was done by a friend in the area as well.

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Few bikes have started life as unloved as the Honda CX500. Designed by Shiochiro Irimajari, the man behind the incredible six cylinder CBX1000, Honda billed it as ‘First to the Future.’ Though hoping it would be thought of as the ‘Poor Man’s Guzzi’ because of the lateral mounted V-twin, it was promptly dubbed the ‘Plastic Maggot’ by the press and public.

In recent years, the bike is finally getting attention from a number of builders who are finding beauty under its less than attractive exterior. One of those is BBCR Engineering, located in St. John, Indiana, less than 30 minutes from downtown Chicago. Their latest creation, dubbed the BBCR507, started life as a humble 1978 CX500.

The creator of BBCR507 is the extremely talented fabricator Andrei, who hails from the small European Republic of Moldova. After coming to the United States five years ago, he has been deeply involved with the custom bike scene and CX500s in particular. Of his nine builds in the past couple of years, seven were CX500s. All of those were bobber influenced builds, but the customer here gave Andrei free rein and the goal became a café racer with modern sportbike components and appeal.

Andrei stripped the bike to its bare frame and then then cut off the entire rear subframe, including the supports for the rear shocks and fuel tank mounts. He then bolted up his own custom CNC alloy subframe which incorporates a one piece tank, shock and seat mount, allowing for a mono-shock conversion.

The tank was reworked and a one off fiberglass café racer tailpiece was crafted to flow with the lines of the tank. The rest of the bodywork is minimal and includes stainless steel front and rear fenders. The paint, from the Jeep catalogue, is aptly named Anvil.

The modern sportbike theme is reinforced by the suspension and brake package. Starting with Yamaha R6 gold inverted forks, these were attached to the frame via a custom BBCR stem. The R6 likewise contributed the calipers, discs and front wheel.

Out back, the original shaft drive swingarm remains but was modified to accept the mono-shock treatment featuring a Ducati Monster shock with an upgraded Ohlins spring. The rear wheel is wrapped in 130 Michelin rubber. The rear sets are Kawasaki CNC units, modified to fit, and custom linkage was fabricated for both shifter and brake pedal.

The engine was rebuilt from the bottom up and is now fed by Mikuni carbs on a custom intake breathing through pod filters. The level of detail and workmanship is impressive, with many of BBCR’s own machined components. However, the deal is sealed with Andrei’s unique exhaust design, a 2-1 with a collector box sporting dual outlets under the engine.

The level of detail continues with the controls, including the incorporation of a push button start into the stem and a Cognito Moto GPS speedometer into the top triple tree.

Andrei proves again that, in the hands of a master, a Plastic Maggot can become a thing of beauty.

We see a lot of Honda CB750 builds, but few stand out like this silvery mesh of past and present. It hardly even looks like a CB750 any longer, but more like the dream machine of some parallel universe. The bike is a collaboration between Mujjo and 14Cycles–both of The Netherlands. That is a Dutch-built machine comes as no surprise, given the minimalist purity of the design. Below, we interview Remy Nagelmaeker of Mujjo for the full story on the build.

Please tell us a bit about yourself, your history with motorcycles, and your company.

This bike has been built as a collaboration between me (Remy Nagelmaeker, Co-Founder/ Designer of Mujjo) and Eelco (Founder and owner of 14Cycles). I did the design and part-sourcing, Eelco did the build/craftsmanship.

My personal history with motorcycles is very short, to say the least. Since this is my first bike, I really didn’t know what I got into. As you can imagine, I learned a lot in a short time, however, Eelco’s expertise and craftsmanship made up for it big time. 14Cycles’s build queue is currently open and Eelco is taking orders, so Dutchies out there be advised!

What was the design concept and what influenced the build?

Design-wise the vision was very much in-line with the work we do at Mujjo. The design is very clean and simple. There’s not much on this bike that you could leave out. It wasn’t supposed to look like a modified CB750, but instead, like a bike of its own. And I think it really does.

The purposely open subframe and sleek upholstery balance the large block. The litium ion battery has been moved out of sight (hidden below the swingarm). The Zephyr tank is relatively wide, which work very well with the big block. The upholstery is simple and sleek emphasizing the stance of the bike.

Focus has been on quality which is why this bike is build with virtually no aftermarket parts (apart from the speedo, rear-mirror, and exhaust). The decision to use donor parts over off the shelf aftermarket parts was made for better build quality and achieving the solid look we were after.

Parts come from a wide variety of donor bikes ranging from a Yamaha YZF R1 for the monoshock and rearsets, Suzuki GSX-R1100 for the USD fork and hand controls, BMW F800GS for the rearwheel, BMW R1100GS for the front wheel, Kawasaki Zephyr 1100 for the tank to a Honda Goldwing for the front sprocket just to name a few.

Lots and lots of effort has gone into making all the donor parts work together seamlessly. It’s really well thought-through or in some cases we’ve had to re-build something a couple of times until we got it right.

The color is Donington Grey, one that BMW developed for X5M (and X6M). It’s a deep grey that contains lots of flake to make it more reflective which beautifully highlights the curves on the tank.

Full Specs List

DONOR: 1982 CB750 F2
FRONT END: Suziki GSX-R with conversion, modified upper clamp & BMW K1200R steering damper.
CLIP ONS: Suzuki GSX-R mounted invertedly for a more upright riding position.
LEVERS: Aluminum Clutch and Brake levers.
CONTROLS: Motogadget M-switch 3 button controls ignition and turn-signals.
FRONT WHEEL: BMW R1100GS, (.. and rim painted black)
FRONT BRAKES: Suziki GSX-R paired with BMG R110GS discs & stainless brake lines
SWING ARM: Modified to accommodate mono-shock setup.
AIR FILTER: Custom 1 into 4 housing and filter with chrome finish
OIL COOLER: BMW…
OIL COOLER AIR INTAKE: Custom housing and mounts
REAR SHOCK: Yamaha R1 mono shock
REAR WHEEL: F800GS with modified sprocket hub to fit the swingarm and matching front sprocket from a Honda Goldwing.
REARSETS: Modified YZF R1 rear-sets w ith custom mounts.
TIRES: Michelin PILOT ROAD 2 (front) and Avon COBRA AV7 (back)
TANK: Kawasaki Zephyr 1100 tank , fitted with monza style tank cap.
EXHAUST: Vance & Hines 4 into 1 downpipes matched to a stainless 12″ Shorty Cone Muffler from Dime City Cycles, fitted with a DB killer
GAUGE: Daytona velona 60mm in custom bracket with chrome finish
SEAT: Custom. Upholstered by Roy Baird, RVA
BATTERY: Lithium-ion battery hidden under the swingarm in custom..
CHAIN: PowerLink 525 X-ring chain with modified front-sprocket to match.
PAINT: BMW XM Donington Grey (incl. a high amount of flake to accentuate curves).
REAR LIGHT: Integrated Flexible Turn and Brake LED Tail Light – 8.2″
MIRRORS: CNC’ed aluminum (with matching bar-end weight on opposite side).
GRIPS: Biltwell 22mm kung fu

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Please list links for us to include. (Website, Instagram, Facebook, photographer credit, etc.)

Follow Mujjo: Facebook | Instagram | Twitter | Web
Follow 14 Cycles: Facebook | Instagram | Web

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Argentina has become a hotbed of tracker and scrambler style builds, with builds being turned by the likes of Herencia Custom Garage, Triple Ocho Garage, and STG Tracker.

This Honda CB250 scrambler may appear to be built by one of these well-known shops. Incredibly, this is the first bike of Matias Aguirre, who built with the help of his friend Ariel Ruiz of new shop D-locos Customs. Both live in Rio Tercero, Cordoba, and Mati spent more than two years designing and planning the build. Photography is his other hobby, and he took these great shots. Below, we interview him for the full scoop on the build.

Honda Nighthawk Scrambler: In the Builder’s Words

(Answers by Matias Aguirre. Questions and highlights by us.)

Please tell us a bit about yourself and your history with motorcycles.

My name is Matias Aguirre, and I’m from Rio Tercero, a small city near to Cordoba (Argentina). This is my first personal bike, but I drove small bikes before. Iv’e been planning and designing this bike for more than two years, searching about the style, the legend bikes, the classics. Waiting for the right donor.

What’s the make, model, and year of the bike?

This is a ’94 Honda Nighthawk 250cc — great engine for a small bike! It’s my first personal bike.

What was the design concept and what influenced the build?

In the beginning I was looking for a café racer — low clip-ons, small tail seat — but the research put in front of me the Honda CL 350 scrambler, and that was it. I fell in love of those exhaust pipes, the stance of the bike, everything. So I start my search for the donor.

The idea was not to spend much money on it, about 2000 dls was the limit and the same amount for the parts/custom works. The other thing I had in mind was the color style. I want something classic, kinda vintage style, but not that far. The first thing I get for this project was the gas tank. Its from a ‘77 xs400, I loved the lines, I don’t care what the bike gonna be — with that thank, any bike will turn out great.

A few month slater, I found the Nighthawk and brought it home. So I called my friend Ariel, who was starting a kustom shop in his garage (D-locos Customs) and asked if he want to take my project. So I sent him ideas from blogs, pinterest, and such. He started chopping right away!

What custom work was done to the bike?

The first thing was the custom-made exhaust pipes (CL350 style).
Front fork, we lowered about 15 cm. The original was “custom” style.
Next, the rear fork, we shorted 10 cm.
Replaced subframe for a clean triangle ended in a loop, scrambler style, and the seat base with in-seat led light (stop and turns)
Make room under the gas tank for the gel battery
The handle bar is for a Yamaha fz16
The original rims was replaced by 410×18 rims , front and back

Please include a list of the changes made/parts used.

The gas tank was replaced for the xs400 tank
Black pipes tape
Custom headlight
Custom universal speedometer
Bitwell grips
410×18 rims and tires
Custom air intake
Satin black epoxy paint job, on all the bike, engine included
Custom leather seat
Engine rebuild, new jap pistons and rectifier, set of new gaskets

How would you classify this bike?

This bike is a crossover between a scrambler and a brat, I really like both styles, I think the essence of this bike is in the balance of this two styles.

Was there anything done during this build that you are particularly proud of?

I really like the sub frame , empty and clear, just the air filter, this is something hard to find in project nowadays. And the result overall, considering the really low budget the bike is solid, simple, has really neat lines, and the sound is great!

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Builder: Ariel Ruiz of D-locos Customs
Owner: Matias Aguirre
Photography: Matias Aguirre

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The Honda CL77 or Scrambler 305, introduced in the mid-60s, is still one of the most beautiful two-wheeled machines ever made. Powered by a 305cc air-cooled parallel twin, this 27-hp “Gentleman’s Scrambler” differed from the Honda CB line of sport bikes by offering several modifications that allowed for moderate off-road riding, including a larger tube frame, 19-inch wheels with “universal” tires, and of course that beautiful high-mount exhaust.

1967 Honda Scrambler 305

Years later, Honda would produce the “Gentleman’s Sport Bike,” the CB550F. Toby Jones of OtC Custom motorcycles had a CB550F sitting on the stand, and he wanted to create:

A reasonably comfortable and dependable vintage two-up bike with enough grunt to get the job done…

What a fitting tribute he’s created to the Scrambler 305, a new “Gentleman’s Scrambler” with many of the same design cues of the original but a lot more grunt. Below, he gives us the full story on the build.

CB550 Scrambler / Restomod: In the Builder’s Words

(Words by Toby Jones of OtC Custom. Highlights by us.)

Please tell us a bit about yourself and your workshop.

My name is Toby Jones. I was born and raised an Indiana farm boy, but have spent most of my adult life in sunny Florida. Our shop, OtC Custom motorcycles, was started by my brother in-law Jim VanAlst and I when I moved back to Indiana for a few years. Jim picked up a basket case T120 Bonneville chopper that we put together. He is a first class fabricator/welder and I had done a lot of mechanical work and painting so the chopper turned out pretty sweet. Also we think a lot alike so we work together really well. Unfortunately, due to my moving back south, we don’t get to work together much anymore, but still share input on each other’s projects. You might even notice that, even though I work alone on these builds, most of the time I refer to OtC Custom as “we”. My partner is always a big part of them. Although we build and sell a couple bikes a year, OtC was, and still is, more of a hobby than anything else. We joke about Jim’s garage in Indiana being OtC’s northern division and my in garage in Florida being the southern division.

What’s the make, model, and year of the bike?

This build started with a 1975 Honda CB550F. In ’75 these bikes were known as the “Gentleman’s Sport Bike.” The motorcycle press at the time used almost no superlatives to describe them. In almost every category they were labeled “adequate”, however, unlike most bikes, the testers had nothing bad to say about the midsize four. Almost like the sum being greater than its parts and in the end most concluded that the F-bike was a “damn fine motorcycle.”

Why was this bike built?

Originally this bike was a customer build. An older gentleman had seen our KZ650 café bike and really liked it. The plan was to build his CB550 along the same lines as our Kawasaki. As he and I discussed the project it became clear that what he wanted was an almost exact copy of the KZ. Eventually a deal was struck, he rode off on our Kawasaki café bike and I ended up with his tired old Honda (it had a tractor muffler on it). It sat in a corner of my garage for a few months while I finished the CB400F café bike that was featured on your site a few months ago.

What was the design concept / influence for the build?

Honda RS750 Scrambler by Denny Berg for Cobra Engineering

A couple of things influenced the direction we went with this build. First and foremost was the RS750 Honda that Denny Berg built in 2010 for Cobra Engineering. The bike featured the color scheme and a lot of design elements that Honda had used on their 305 Scrambler in 1967. The first time I saw the build it just blew me away that a bike could remain that close to stock and still look so cool. The second thing was I really wanted a reasonably comfortable and dependable vintage two-up bike with enough grunt to get the job done. The CB550 fills the bill nicely. I guess the word “understated” pretty much sums up what we were after.

What custom work was done to the bike?

Actually this one was a lot different for us than our previous builds in that it didn’t require a lot of fabrication. Our aim was to make the bike look like a showroom new motorcycle that Honda could have (and maybe should have) offered forty years ago. We even went as far as using the big old stock mirrors that look like something off Pee Wee Herman’s bicycle. Some of the subtle changes involved small things like using only a speedometer and adapting the simple indicator light panel from Honda’s earlier model CBs. This also required relocating the ignition switch and building brackets for it and the single centered speedometer. We also went with scrambler style bars and an early style front fender with two braces in place of the single brace late model front fender. The rear fender was shortened a couple of inches to show a bit more tire. I found a very nice set of used alloy rims from a CB750A. The rears are wider and 17” as opposed to the 18” stockers that came on the CB550 and regular CB750 bikes. I think the smaller diameter rear rim with larger tire adds a bit of a purposeful look to things.

Parts List / Modifications

The top end of the engine was freshened with a valve job, honing and new rings.
The carbs were rebuilt and the bike was tuned.
The frame, swing arm, center stand and kickstand were sand blasted and powder coated.
The tank was stripped to bare metal, filled and smoothed. It and a set of new reproduction side covers were painted in base/clear metallic silver. Vintage Honda transfers and aftermarket rubber knee pads were also added to the tank.
The lower fork legs were polished along with the brake drum hub, tappet adjusting covers and sprocket cover.
The headlight mounting ears and bucket were painted to match the frame.
A small Lucas style taillight was added in place of the stock piece.
A new reproduction speedometer was installed along with new handlebar switches.
All Balls tapered fork bearings were installed.
CB750A alloy rims were laced to the original CB550F hubs.
As with all our builds the bike got news brake shoes/pads, tires and swing arm bushings.
The tired old rear shocks were replaced with new stockers.
For parts sources we used our friends at Dime City Cycles, 4 into 1 and David Silver Spares among a few others.

How would you classify this bike?

I guess I would have to classify this build as a resto-mod with subtle scrambler undertones. What I do know is, when people in my age group check it out (even people that aren’t into vintage bikes) they always look as if they recognize something about it from their past. I think that’s pretty cool.

Was there anything done during this build that you are particularly proud of?

The thing I’m really proud of about this build is actually how quickly we got it done. We finally decided what we wanted to do with it about a month before the Barber Vintage Festival and wanted to take it along. We weren’t sure we could make it happen, but after getting the frame back from powder coating a week early things began to fall into place. We actually named the project “The Race to Barber” and we won. Spent a lot of late nights and early mornings in the shop on this one, but seeing the reaction it got from the folks at the festival and taking a few laps around the track with my lovely wife on the back was well worth the effort. Since finishing this build we have picked up two CB400F bikes that are going to get the OtC treatment and an older SL70 Honda that we are doing for a charity auction to be held at the Riding into History Show in St. Augustine FL next year. The auction is to benefit the K9s for Warriors project. Unfortunately we can’t keep all these great bikes if we want to keep on building more of them so this bike and our little yellow CB400F café racer are both for sale.

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Tim Roberts of Roberts Performance Group has a long history in building race cars, where weight, clutter, and weakness is the enemy. He has brought that same mentality to his bike builds, and it shows. Last year, his first build, a Yamaha Virago, was third on our list of the Best Custom Bikes of the year.

Now Tim is back with his second build, a ’74 Honda CB360 scrambler, which he’s dubbed “Blue.” This was a budget-conscious build with a rough-and-ready attitude, and we’d love to put this little brawler to work on some of the trails in Tim’s home state of Colorado.

Below, Tim gives us the full story on the build.

Honda CB360 Scrambler: In the Builder’s Words

(Words by Tim Roberts of RPG. Highlights by us.)

A little bit about me:

I’m a designer, moonlight fabricator, and bike builder based in the Denver, CO area. This is my second bike build, commissioned by a fan of my previous piece. My design inspiration comes from my love of building and racing cars. When building racecars every component is on the car because it HAS to be there. Every part serves a purpose and is optimized for that purpose, otherwise it’s just extra weight and clutter. I use the same philosophy with my bike builds. I think this gives my work a very clean and purposeful look where there’s no place for poor craftsmanship to hide.

A little bit about the bike, “Blue”:

The owner of this 1974 Honda CB360 is a recent transplant to Denver. He had reached out to several other builders in the area but got no response. I answered his call and we began to plan out the build immediately. The donor was a clean but well used commuter bike that lived its life on numerous college campuses and military bases along the East Coast and Midwest. He wanted it turned into a light and nimble scrambler that could tear up the city streets as well as the mountain dirt roads. He wanted big fat knobby tires, an open ‘triangle’ under the seat, wrapped headers, and an overall rugged look. Everything else was up to me.

Since this was a budget-conscious build we opted to keep the tank original and engine internals stock. The engine was cleaned up, painted, and given some fresh hardware. A custom under-frame exhaust was fabricated using a small bullet muffler that tucks neatly between the frame rails. The tank got scrubbed down then buried under several layers of clear coat to preserve the 42 years of patina it had earned. I also slightly repositioned the tank on the frame to line up better with the new low profile seat.

Frame work began by completely chopping off the rear half and fabricating a new sleek structure to integrate the seat, high mount fender, and passenger pegs. The remaining half of the factory frame was de-tabbed, stripped, and smoothed before getting a fresh coat of gloss black urethane. Motocross pegs were also adapted to the reworked factory mounts.

A beefier CB550 front end replaced the original components. I drilled and scalloped the CB550 front rotor and adapted it to a CB360 hub and 18″ rim. The front fender was dug out of a pile at the local wrecking yard. It sits perfectly tucked up to the lower triple with a simple bracket that doubles as the headlight mount. Longer rear shocks were fitted to the new subframe and stock swingarm to give the bike a bit more travel and ride height. Identical Bridgestone TW42’s are fitted the front and rear rims. The rear drum brake is stock but the tension rod, linkage, and pedal were reengineered.

A custom wire harness was built with modern automotive connectors and new electronics to replace the factory ignition and charging systems. The LED headlight and strip tail lights help keep current draw low so I could use a battery small enough to tuck between the frame rails above the air filters. The gauge is a KOSO T&T digital/analog unit that neatly keeps track of all the bike’s vitals. Rider controls are a mix of finds from various late model sport bikes and wrecking yards.

I think the bike came together perfectly. I really love how rugged and raw the bike seems yet there are so many little finely finished details to take in when you look closer. Best of all, the owner is overjoyed with his new old bike

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Today we are thrilled to present “Moxxi,” a 1972 Honda CB175 cafe racer built and owned by artist and designer Kat Stovall (@gutterskump) of Fayetteville, Arkansas. Like so many of our favorite bikes, this build was a family affair, with Kat building the machine together with her fiance’s father, Jan Sallings of JMS Customs, whose Honda CL350 has graced Bike EXIF. All told, they spent about nine months on the build.

For the uninitiated, the CB175 was an air-cooled parallel twin that offered 20 horsepower and weighed just 264 pounds. It was the first bike of many well-known motorcyclists, though you see relatively few cafe racers and customs built on the platform — just another reason this is a special build.

Below, Kat gives us the full story.

Honda CB175 Cafe Racer: In the Builder’s Words

When I got my bike, I didn’t want to spend too much time customizing it. I just wanted to ride. But, being engaged to a Sallings will quickly change that mindset. My fiancé’s dad, Jan Sallings of JMS Customs, builds beautiful custom motorcycles. So, when my bike suffered a broken piston ring in April 2015, I decided to finally give it a full makeover with his help.

I spent the next nine months building my bike with Jan. I knew virtually nothing about motorcycles before this experience. I had a specific idea of what I wanted my bike to look like, but I didn’t know how to get there. Thankfully Jan was there to teach and guide me the whole way. With his help, I was able to do something I never imagined myself to be capable of doing. Motorcycles have since become an integral part of my life, whether it’s building, fixing, or riding them.

Full build thread: http://imgur.com/a/T0fZF

Moxxi’s Mods:

Oversized pistons
Replaced stock tank with CD175 tank
Seat from Dime City Cycles, modified to incorporate taillight
Custom taillight
Clip-on handlebars
Modified frame (cut-outs in backbone, removed unnecessary tabs)
Custom exhaust pipes (Made by JMS Customs)
Custom rearsets (Made by JMS Customs)

(Most photos by Laurence Tan, @photosby_laurence)

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Incredibly enough, he built the 1981 DOHC Honda CB750 monoshock you see here with zero prior experience welding, bending, or grinding metal. As Tom says:

“I firmly rely on the pride and joy one gets from doing all things on their own.”

Monoshock CB750 Tracker: In the Builder’s Words

(Answers by Tom Laveuf. Questions and highlights by us.)

• Please tell about yourself and your history with motorcycles.

• What’s the make, model, and year of the bike?

It is a 1981 CB750 DOHC.

• Why was this bike built?

Tom’s Inspiration: Mean Mr. Mustard by Brady Young of Seaweed & Gravel

• What was the design concept and what influenced the build?

The concept was to build a bike similar to Mean Mr. Mustard, but with my personality infused in it. I was determined to do it, and I was going to, any way I had to.

• What custom work was done to the bike?

• Please include a list of the changes made/parts used.

A bit too long to list. The only original things on the bike are the wheels, the tank, half the frame, the engine and forks. Everything else is custom made or custom ordered.

• Was there anything done during this build that you are particularly proud of?

The bike will be for sale after some pretty serious testing and tuning.

Photography by Ryan Krause.

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Tom Laveuf: @tomlaveuf
Brady Young: @imfreakinugly
Jarred DeArmas: @jarreddearmas
Seaweed & Gravel: Facebook | Instagram | Web

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The Classified Moto SuperStrada

BBCR Super Sport 750: Build Story

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Below, Benjo Sun of 3B Customs gives us the full story on the builder, the client, and the bike born of their collaboration.

About the Builder: 3B Customs

(Words by Benjo Sun. Highlights by us.)

About the Client: Luke Landrigan

The Collabaration

The Build: XR200 Scrambler

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F-Bomb CB550: In the Builder’s Words

(Words by Sean Zeigler of Other Life Cycles. Highlights by us.)

So about the bike. It started as a stock basket case with a stuck engine, almost rotted gas tank and rotted exhaust. Kinda looked like a goner.

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The level of detail continues with the controls, including the incorporation of a push button start into the stem and a Cognito Moto GPS speedometer into the top triple tree.

Andrei proves again that, in the hands of a master, a Plastic Maggot can become a thing of beauty.

Please tell us a bit about yourself, your history with motorcycles, and your company.

What was the design concept and what influenced the build?

Full Specs List

DONOR: 1982 CB750 F2
FRONT END: Suziki GSX-R with conversion, modified upper clamp & BMW K1200R steering damper.
CLIP ONS: Suzuki GSX-R mounted invertedly for a more upright riding position.
LEVERS: Aluminum Clutch and Brake levers.
CONTROLS: Motogadget M-switch 3 button controls ignition and turn-signals.
FRONT WHEEL: BMW R1100GS, (.. and rim painted black)
FRONT BRAKES: Suziki GSX-R paired with BMG R110GS discs & stainless brake lines
SWING ARM: Modified to accommodate mono-shock setup.
AIR FILTER: Custom 1 into 4 housing and filter with chrome finish
OIL COOLER: BMW…
OIL COOLER AIR INTAKE: Custom housing and mounts
REAR SHOCK: Yamaha R1 mono shock
REAR WHEEL: F800GS with modified sprocket hub to fit the swingarm and matching front sprocket from a Honda Goldwing.
REARSETS: Modified YZF R1 rear-sets w ith custom mounts.
TIRES: Michelin PILOT ROAD 2 (front) and Avon COBRA AV7 (back)
TANK: Kawasaki Zephyr 1100 tank , fitted with monza style tank cap.
EXHAUST: Vance & Hines 4 into 1 downpipes matched to a stainless 12″ Shorty Cone Muffler from Dime City Cycles, fitted with a DB killer
GAUGE: Daytona velona 60mm in custom bracket with chrome finish
SEAT: Custom. Upholstered by Roy Baird, RVA
BATTERY: Lithium-ion battery hidden under the swingarm in custom..
CHAIN: PowerLink 525 X-ring chain with modified front-sprocket to match.
PAINT: BMW XM Donington Grey (incl. a high amount of flake to accentuate curves).
REAR LIGHT: Integrated Flexible Turn and Brake LED Tail Light – 8.2″
MIRRORS: CNC’ed aluminum (with matching bar-end weight on opposite side).
GRIPS: Biltwell 22mm kung fu

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Please list links for us to include. (Website, Instagram, Facebook, photographer credit, etc.)

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Depending on where you live, governmental agencies can make it tough to build a custom bike that’s both aesthetically-pleasing and road-legal. I can attest to being sent home multiple times from the inspection center with bikes that did not meet the state’s requirements for road-legality. (Once I passed a stripped-down GSX-R through inspection by attaching an electric bicycle horn to the handlebar. Shhh…)

However, the travails of stateside builders pale compared to our Spanish counterparts. In Spain, all motorcycles must have an ITV (Inspección Técnica de Vehículos) certificate to be road-legal, which means passing a fairly stringent inspection at an authorized garage every 1-2 years. This can be quite a challenge for builders like Barcelona’s Overbold Motor Co., who must compromise between design and road-legality.

Overbold Motor Co. was founded in the summer of 2015 by Federico “Fred” Cerdá, the Head of Design, and Miguel Angel “Micky” Bou as manager. Out of their workshop in Barcelona’s Poble Nou neighborhood, they build Japanese and Euro cafe racers, scramblers, trackers, and brat styles, constantly struggling to align their creativity with Spain’s stringent “norms of circulation” (ITV). Says Fred:

“Our creations try to respect the highest esthetic standards, without neglecting the functionality of the bike.”

For so new a workshop, the team has made quite an impact, with builds like this CB750 brat cafe. Below, Fred gives us the full story on this build.

Honda Nighthawk Cafe Racer: In the Builder’s Words

(Words by Federico Cerdá. Highlights by us.)

Not everything is what it appears, and this transformation of Honda CB750 from ’99 defines perfectly that.
The bike has undergone major changes…

Not the most difficult task, but one of the most important changes for the master design line of any motorcycle is the fuel tank. This one comes from a Honda CB 750K four of the 70’s. We keep the original gas cap but we add a touch class with the side panels in leather brown and black.

The full rear subframe was made new and follows the midline of the motorcycle. Cleaning lines and given a really classy aspect. The flat seat was totally created to fix on the subframe. At the rear part, we use rear mudguard coming from an old Triumph. The taillight is a Bates style and the turn lights and plate are located in a legal position for the itv.

The front and rear suspensions were modified. For the rear we used a pair of shocks from a Harley-Davidson Sportster. We use it to get the correct height, and they are hard enough for a safe run. The front forks are the originals but we changed the inside springs to get it low.

The head light is a big 7″ British style with a classic side mount brackets. We want to give to this motorcycle a really retro face. We used the space of this headlight to accommodate the speedometer and electrical stuff. The handlebar follows this retro line from the Japanese custom. A Renthal ultra low was used, inverted — perfect for the purpose.

To keep the old style and clean ideas we removed all the hand controls, and we only used an all-in-one to have access to the lights, blinkers, and the kill switch. The levers are simple and you can check that the master cylinder is not visible on the handlebar. This is because is hidden underneath the fuel tank. The spoke rims are not from the motorcycle, but all the brake, and transmission system is. Finally a classic Firestone Deluxe Champion tires give to this project the perfect equilibrium between a classy, retro and badass style motorcycle.

For the final touch, a lot of parts were painted in satin black (fuel tank, headlight, mudguards, bracket, covers, even the blinkers) to have a nice finish combined with the details in leather brown and black like the side panels, the grips and the belt for the battery. Another bunch of parts were powder-coated to avoid the marks and the past of the time.

The legal stuff for the itv was a pain in the ass because in Spain in not possible do something beautiful and legal — well that was like until now.

Photography sessions by Alvaro Cabezas & Federico Cerdá

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