Argentina has been turning a staggering array of customs in recent years, mainly trackers and scramblers. At the cutting edge is Herencia Custom Garage, run by our buds Federico Cubik and German Karp. These guys create some of the most killer street trackers and scramblers in the world, many of  which we have had the honor of showcasing, and their incredible Honda CBX1000 custom was recently featured on Bike EXIF.

Recently, we were perusing the HCG builds and came across this Honda CB550 brat tracker we had never seen before. These bikes typically make great cafe builds, but it takes more work and keener eye to build a Honda CB tracker that looks this good. We reached out to Federico for the full story on the build.

Honda CB Tracker:  In the Builder’s Words

(Words by Federico Cubik.  Translation and highlights by us.)

The idea for this bike, following the HCG ethos, was to conserve the essence of Honda while improving weight, suspension, carburetion, exhaust, and electricals.

Up front, we adapted an inverted Beta suspension with disc brake. We used Japanese mini-switches and Koso digital speedometer.

We replaced the old carburetors with four Keihin CRs with K&N filters. The exhaust is handmade in stainless steel (we kept the design of the mufflers since they are very characteristic of these models).

We installed an Antigravity lithium battery and we replaced the coils with a set of Dynatek with NGK cables.

The subframe was slightly modified, and the seat is fabricated and upholstered in leather. The tires are by Coker.

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

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The Honda CX500 is experiencing a big renaissance these days. Who would have thought that the “plastic maggot” would become the darling of custom builders the world over? This particular specimen is the work of LV Custom Motorcycle Bodywork, a workshop founded in southwest London (Morden) by fiances Ludo and Clarisse.

Ludo is originally from the south of France:  La Syne Sur Mer, very close of the Famous Circuit Paul Ricard. He studied bodywork for four years and completed a one-year painting certification after graduation. He worked on Peugeot cars before and after his studies, and he was always tinkering with various motorbikes.  Says Clarisse:

“He started with scooters, motocross, ATV , moped and finally big engines! This is how everything began, the work of metal, plastic, fiberglass then stickers, saddles hand made. He experimented with so many things, inspired and motivated by magazine subscriptions — it wasn’t internet and all socials media back then.”

Ludo officially started his first business more than seven years ago in France. Later, however, Clarisse, who was a Human Resources Director for a big company received a job offer in London.

“It was a big decision, but knowing the importance that the motorcycle occupies in England, and being a fan of the British style, Ludo did accept.”

Arrived in London, they learned the language, studied economics in the city and country, then six months later they started taking steps to start their business:  LV Custom Motorcycle Bodywork, based in southwest London in Morden (south Wimbledon). Ludo manages the workshop while Clarisse runs the marketing, graphics, and paperwork. They specialize in customization and provide a lot of services, such as bodywork, paintwork, saddlery, airbrush…all details are on their website (https://www.lvcustom.co.uk/). Says Clarisse:

“We love to meet our riders and talk with them about their bike projects, we like advice them and exchange our vision … We have the same passion and are working on all two wheels.”

CX500 Cafe Racer:  In the Builder’s Words

(Words by Clarisse.  Highlights by us.)

The Bike:

Why? When we created our business we wanted a motorbike who will represent our work, style, company…a bloody beast! After long searches we found a bloody Honda !!! This old rusty CX500. The following day we were renting a van and going to meet and discover this beauty in Canvey Island.

The guy was selling his uncle’s motorcycle. For the story, Thomas bought this Honda in 1992. He was the second owner; the first bought it brand new in 1979, year of its first release. Thomas was a teacher in London and was commuting from Canvey to London where he worked. He had chosen the CX500 because he knew the robustness of Honda and his motor. He never met any problems with it and looked after it very carefully. Then time retirement came. He decided to put the Honda in his garden on a wood pallet and under a protective canvas…it stayed like that for 13 years without being ridden and in hibernating state. Ludo couldn’t wait to restore it; in front of this miserable mass of rust and dust he had already a lot of plans for it. So we bought it!

Ludo’s Plans:

Basically in Ludo’s eyes, a CX500 Honda is a utility bike, without any specific line or curves, but with a beautiful v-twin motor hidden by a lot of useless pieces. The goal was to create a sporty bike with a vintage look – cafe racer style – with a straight line profile, which already involved a lot of customization on this Honda CX500 of 1979 – motor, 496cc.

What we did on the bike:

The motor has been…
• cleaned inside/outside
• gaskets and rubbers replaced (ordered on David silver spare online)
• Powder coated (black metal Ferrari high temperature)

The tank has been…
• 10 degrees raised because originally it leans forward and he wanted a straight line.
• The tank has been smoothed to remove logos

Saddle…
• Creation of the saddle foundation in fiberglass handmade.
• Custom saddle with foam and vinyl

Other…
• The stock rear loop has been cut , a new part in tube has been created and welded
• Creation of a back shell in metal, cut and welded handmade.
• the swing arm has been strengthened to add a monoshock of GSXR 1000 k1 as the stock shocks has been removed with the stock rear loop.
• the original 8inch headlight was replaced by a 4inch one.
• A support was made to fix the stock speedometer, which one has been painted with pure glossy black.
• Frame, fork, swing arm and wheels have been painted in pure glossy black
• Fork chopped down -40mm and hardened
• Tank and rear shell have been painted with a three stages orange pearl who comes from ford color chart .
• About the graphics, on the tank we made a 70’s Honda logo and number 83 on the seat,
• The front tyre is an Avon Speedmaster 325×19 tubbed, and the rear tyre is an Avon Safetymileage 400×18 tubbed
• CNC Clip-on fitted
• Aluminium hand grip
• LEd indicators/side lights at the front and LED tail light/stop light/ indicators at the rear
• Stock exhaust with modified muffler
• CNC Footpegs
• Ignition moved bellow the tank

We are very proud of our back shell. It is a handmade steel one, which follows the tank shape and 100% unique.

A mishap?

Basically, Ludo wanted to keep the two factory shocks under the saddle, although having doubts about the balance of forces on the shocks. There are those moments when you think:  Okay, let’s try!

So he did it:  he tried it without the motor because it was dismantled and waiting for gaskets and rubbers. At this point, it worked even if he kept this doubt and waiting to put the motor back. When this time came, as he thought, the engine was too heavy…a nightmare, the bike was almost touching the ground, completely packed down!

To fix the problem Ludo had few options.  Finally he opted for the GSXR shock. Obviously he had to take off the engine, to weld another shock mount on the frame and the swing arm, resprayed everything…he enjoyed it so much

The Scoop:

This bike will do the MCN competition in February, category old school, and will be for sale after that.

Photo Credit:  Manetta Photography

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You meet the nicest people on a Honda.  Such was Honda’s original US advertising campaign for the Honda Super Cub, an underbone motorcycle that’s been called a “step-thru,” a “scooterette,” or even a “moped.”  The Super Cub family, — including models such as the C50, C70, C90, C100 — would go on to become the most-produced motor vehicle in history, with continuous production since 1958 totaling around 90 million units.  Roland Brown, author of Honda:  The Complete Story, is quoted as saying:

“Of all the brilliant bikes Honda have built — the CB750 superbike, Mike Hailwood’s six-cylinder racers, the mighty Gold Wing, you name them — the most important of all is the C100 Super Cub of 1958.”

In fact, the Super Cub has been compared to the Ford T-Model, VW Beetle, and Jeep as one of the most iconic vehicles in motor history.  A whole custom scene has grown up around the bike, with Honda Super Cub cafe racers and “street cubs” — and the machine continues to be the daily transportation for millions around the world.

Juan and the crew of Revolt Cycles, based in the Philippines, built this oh-so-pretty Honda Cub70 for childhood friend Richard Fernando. Below, Juan gives us the full story on the build.

Honda C70 Custom:  In the Builder’s Words

(Words by Revolt Cycles. Highlights by us.)

What makes a motorcycle iconic? Most people would probably say it would have to be the fastest, loudest, most high tech motorcycle of its time. That’s not always the case. Sometimes, all it takes is a simple design and aesthetic, a small engine that’s built to be virtually indestructible, a very risky and game-changing advertising campaign… And last but not least, I think the most important factor that sets apart a motorcycle from the rest is how it became a cornerstone for making meaningful and beautiful memories for the riders that rode it.

This bike was built for Richard Fernando, childhood friend and supporter of us since day one. What inspired Richard in having a bike built is that he wanted a daily commuter bike that is different and unique. Not just your ordinary commuter bike. Richard acquired the bike a couple of years ago, bought the bike in Manila, had it shipped to Cebu. Richard used the bike going to work, running errands and just to avoid the ever growing traffic here in Cebu City. Richard got bored of the stock look of the Cub, wanted something different and unique so he left it with us. Now here is the result

Thank you for the opportunity bro and may you ride it like you stole it. Welcome to the RVLT family!

(Photographed and Edited by Rodulfo Ouano, aka The Jeb – Photo Mercenary)

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The CB1100R was Honda’s first homologation special, an exotic, road-legal sportbike built from 1981-1983. Based off the CB900F, the single-seat CB1100R offered 115 horsepower and 72 lb-ft of torque, and was intended to homologate Honda’s big-bore, air-cooled inline fours for endurance racing.  It was never available in North America, but the bike enjoyed great racing success in markets like New Zealand and Australia. The bike eventually led to the release of the mighty Honda CB1100F in 1983 — the base for this restomod build by dB Customs.

Restomods are one of our favorite genres of builds, blending retro styling with modern performance. Darren Begg of dB Customs has built one of the sexiest restomods we have ever seen, transforming a 1983 Honda CB1100F into a modernized CB1100RD. (The “RD” was the 1983 version of the “R,” with slightly different paint, forks, and swing-arm than earlier versions). While the paint scheme may look retro, the suspension geometry replicates that of a modern sportbike, and the wheels, brakes, suspension, and engine have all been upgraded in true restomod spirit.

Below, we interview Darren about the development of this mighty masterpiece.

Honda CB1100 Restomod:  Builder Interview

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

In 2015 I sold a custom 1983 Honda CB1100F restomod that I had built for myself. While it was being auctioned on eBay I received several inquiries asking who built the bike. After telling them that I had built it, I was asked if I was interested in building them one. After about the 8th inquiry I thought there might be a business in this. I had just finished building a 24′ x 30′ x 2 storey workshop, and within 2 months of making the decision, I had a business license as dB Customs, and dealer licensing with several big names (OHLINS, Brembo, OZ Racing Wheels, Spiegler, etc). My first contract was in hand within weeks and my first bike was delivered 6 months later.

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

This bike started out as a 1983 Honda CB1100F, and was converted over to become a 1983 Honda CB1100RD, in a restomod style.

• Why was this bike built?

A customer of mine from New Zealand commissioned me to build this bike, and as well a 1983 Suzuki GS1100ES restomod, that is almost complete.

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

My standard recipe of build is to keep the appearance of the paint work as close to factory (color and decal placement) but modify with modern lightweight wheels, performance suspension and brakes, with an increase in power, in the true restomod spirit. The customer wanted this build specifically to mimic as close as possible the restomod bikes that are currently being built out of Japan.

• What custom work was done to the bike?

The paint work is custom with all painted decals by my painter Sketches Ink, from Ottawa, Canada. All the bodywork had to be custom mounted, including a custom bracket for the upper fairing. Custom triple clamps were used to adopt the 43mm OHLINS forks. The rear swingarm is from a GSXR600 with underbracing added and special tooling to fit into the CB1100F frame. The suspension geometry was set up such that with 12.5 swingarm droop, 40mm offset triple clamps, and 26.5 degree rake, provides 95mm of trail, which is close to a modern sportbike.

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

Oz Racing Wheels, Brembo Brakes (including levers), Spiegler brake lines, Sculpture triple clamp, Nitro Racing rearsets, Driven clipons, Switch gear and throttle from a Honda RC51, KOSO gauge cluster, bike master signals, Dyna 2000 ignition with 2.2 ohm coils, CB1100F engine (1062cc) with degreed cams and valve train components from Vince and Hyde Racing, Keihin 39mm FCR flatslide carbs, and JayGUI Racing exhaust.

• How would you classify this bike?

Definitely restomod.

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

The entire bike was built in under 6 months, part time, alongside the Suzuki GS1100ES. The ability to do this work part time and still have a life is an big achievement, considering I did everything (except the paint on the bodywork) myself.

Since building these bikes I now also have under contract two 1986 VFR750R superbike replicas to build with authentic rare HRC engines and components, a 1982 Honda CB750F superbike replica, and a 1982 Katana restomod with custom carbon fiber bodywork. I’m investing into my infrastructure with technologies such as vapour blasting to help with both efficiency and quality of the final product.

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We’ve been seeing a wealth of Honda NX650 Dominator customs in recent years. It makes sense:  Honda’s big dual-sport is cheap, fun, and lends itself to customization.  The lesser-known SLR650 was basically a more road-oriented version of the Dominator, and Honda re-released the SLR as the FX650 Vigor. Though short on bells and whistles, these 644cc thumpers proved themselves capable, largely unkillable commuters.

Enter Isidore Delgrosso, aka Iz Meccanica, who owns the repair shop MécaServices92, located in South Paris. Isidore actually bought the bike back in 1999, and he’s created something quite incredible out of a rather run-of-the-mill big single. While most of these Honda thumpers receive various styles of tracker/scrambler treatment, Isidore has built a single-cylinder cafe racer that looks fun as hell. We love how he was able to make the factory tank work so well with the lines of the build, while working in carbon fiber bodywork. Below, he gives us the full story on the build.

Honda FX650 Vigor Cafe Racer:  In the Builder’s Words

(Words by Isidore Delgrosso. Highlights by us.)

I’m Isidore Delgrosso (aka Iz Meccanica on Facebook), owner of the motorcycle repair shop MécaServices92, based in Paris, France.

It’s a HONDA Vigor FX650. I bought it in 1999 and customised by myself in the last years. The body parts are handmade, built in real carbon. The front fork comes from Yamaha R1 1998, front wheel is Yamaha R1 2003.

Swing arm and rear wheel are Honda VFR800. Upper holder fork was made by USV Racing (CNC). Head light, tank and seat are genuine parts of the FX650 Honda.

The engine have been tuned with a HRC camshaft NH4, carburetor is Mikuni TM40, the piston is Tecnium, exhaust pipes are hand made and mufflers are built by Danmoto.

Front brakes come from Beringer. Tachometer is Motogadget. There are many details on this bike and I spent a lot of hours to built it. I’m proud to share this one with you today!

Photographer : Timothée Diot

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• Follow Iz Meccanica:  Facebook

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At BikeBound, we love dual-sport street trackers, and Daniel Lucero’s creation rocks our boat. Working at home, on his back patio, he turned a basket case 1994 Honda XR600R into a beautiful and classic tracker.

The XR600R was introduced in 1985, an updated version of the legendary XR500R. The XR600R became a legend in its own right, winning four Baja 1000s and five Baja 500s during its 15 year production run. The essentially bulletproof 591cc single cylinder air-cooled thumper put out 46 hp in a 300 pound package and won more desert races than you can count.

Daniel’s bike obviously had lived a hard life as his build began with several boxes of parts pulled out of a storage unit. Dan had long been a fan of trackers and their racing heritage. He wanted a tracker that was air cooled and kick start, as well as one that could be made street legal.

To get the lines he wanted from front to back, he tossed the original tank and seat, reworking the rear subframe and adding a new, more streamlined, tank. He created the rear cowl and seat from two part foam and, when he got the lines perfect, he covered it in fiberglass.

To wake up the the big single, he freshened it with a big bore 628 piston and replaced the original 38mm Keilhin with a 40mm flat slide from a CRF450R. He used the original forks but upgraded the internals and dropped the front end four inches. He likewise retained the original Pro-Link Showa mono-shock but revised its internals as well. He tossed the 21” front wheel in favor of a re-laced 19-incher. The resulting stance is pure tracker.

The stainless steel exhaust, with a 12-inch Cone muffler, was welded up by a friend of Dan’s who makes custom bicycles. This was the first exhaust he had ever made and we think he may have missed his calling.

High bars complete the tracker look. As Dan wanted a street legal bike, he had to add lights. He crafted a new wiring harness limited to just the essentials needed for a plate and hid all of the electronics under the seat. He wanted to stay as close as possible to the race heritage of the tracker, ‘only what is necessary.’

From the storage shed to first kick was six months. We certainly feel it was time well spent. Can you imagine what he could do with a full shop? Dan, congratulations on a tracker well done.

Credit to Cafe Racers United for first featuring this build.

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“The 1988 Honda NX250 was a gem of an Adventure Bike that never got the appreciation it deserved.”

This is what ADV Pulse had to say of the 26-hp, liquid-cooled thumper, available in the United States from 1988-1990. Although most attention these days goes to the bike’s bigger brother, the Honda NX650 Dominator, the NX250 was quite the performer in its own right, offering a top speed (87 mph) and 0-60 time (6.2 seconds) not too far short of the Kawasaki KLR250.

Pierre-André Dalcq of Belgium saw the potential in this little adventure bike that could.  Believe it or not, this was his first custom bike, built in his parents’ garage no less — quite the accomplishment for a man who is neither a mechanic or engineer. Below, he gives us the full story on the build.

Honda NX250 Custom:  In the Builder’s Words

(Words by Pierre-André Dalcq. Highlights by us.)

There’s not too much to say about the built itself, as it’s my first one ever and I’m not a mechanic nor an engineer.

I just bought the bike in its original condition and quickly got bored of its look. So I decided to dismantle it, clean it and modify it as a winter project. Here in Belgium the weather is too shitty to ride during these months anyway.

I quickly realized that this bike is not a very good base for a custom built because of the special and asymmetrical tank and before I started to work on it I didn’t have a precise idea of what it would look like in the end. It was mostly trial and error.

I knew that I wanted to get rid of all the plastic parts and make it an all-metal bike. My goal was also to make it as light as possible as the engine is not very powerful. So I only kept the essentials and threw away the fairings and other stuff.

Once I just had the frame, the wheels and the engine in front of me, I started to see what it could become and I designed all the parts by myself. I had no real inspiration as you don’t see a lot of NX250 customs, so I’m pretty happy with what I came up with to change the look of this bike.

I guess you could say there’s a bit of Mad Max and Transformers in it.

The most difficult part of this build is that I had not a lot of tools to make it. I made it in my parents’ garage with just a hammer, a drill, a saw and a screwdriver. The seat was probably the most challenging part to make, as I really wanted to make it all by myself I used an old skateboard for the base and had to learn to use the sewing machine of my mom.

But I loved it and it rides great. I will probably do it again with another bike in the future! Thanks in advance for the featuring and don’t hesitate to ask me if you have other questions.

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There’s nothing we love more than featuring the bikes of young garage builders, who don’t have professional-grade shops or an arsenal of high-tech tools. Today we have a 1973 Honda CB250 K4 cafe racer by Charlie Green of Cornwall, UK, who built this bike to fit in with his university studies.

The CB250 K4 was a smaller displacement version of the better-known CB350 twin, sleeved down to meet the 250cc learner’s limit in the United Kingdom. Appropriately enough, Charlie has named the bike “Alil” — an acronym for “A Lesson in Learning.” Charlies says the bike was…

“My experiment to see if I could learn all the necessary skills to rebuild the bike at every step of the process.”

Below he gives us the full story on the build.

Honda CB250 K4 Cafe Racer

(Words by Charlie Green. Highlights by us.)

Built from scratch to fit in with my university studies, the bike was fully stripped and handmade bracing and rear-set mounts were welded to the frame, as well as additional swing-arm supports to replace the original bolt on plate. The frame was also seam-welded to increase rigidity.

The motor was rebuilt with a 1mm overbore, some minor porting and polishing work and a modified clutch cover transfer piece to increase oil flow to the top-end.

Wheels were re-laced with stainless spokes and fitted with some Avon Roadriders. All bearings and seals were replaced, and a stainless braided hose added to the brake assembly.

The bodywork was completed by myself with rattle-cans, and adorned with the ‘CNG customs‘ logo (to fill some space on the seat and mudguard).

The only work not completed by myself was powder-coating the frame and fitting the tyres. Everything else was my experiment to see if I could learn all the necessary skills to rebuild the bike at every step of the process.

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Nothing we love more than a shed-built cafe racer — especially when it turns out as clean as this one.  The Honda CX500 has become a favorite among builders, with its ‘Guzzi-style V-twin, stubby wheelbase, and upright forks. In factory trim, the bike is decidedly ugly, just begging to be restyled!

Enter Colin Froy of Rolling Retro, who needed a change after a close call with the police on his sport bike. It was time for a change, and he caught the cafe racer bug from a friend who builds high-dollar cafes:  Nortons, Vincents, and the like. Colin started his journey with his a Honda CB250N. It looked great, but was “awful to ride.” So, when it came to this CX500, he says:

“I wanted to build a cafe racer that looked good, but worked even better.”

Below, Colin Froy of Rolling Retro gives us the full story on this 1980 Honda CX500 cafe racer.

Honda CX500 Cafe Racer:  In the Builder’s Words

(Words by Colin Froy. Highlights by us.)

I’m now 36 years old and have been riding bikes since I was 19. The majority of the bikes I’ve owned and ridden are sport bikes: ninjas, GSX-R’s, R6’s etc… A few years ago I got stopped by the police at the kind of speed that could have lost me my license. There just wasn’t any thrill riding a sports bike unless I was going fast and fast was going to get me in to a lot of trouble. It was time for a change.

A friend from work (the day job) built cafe racers in his spare time — not the budget kind, but Nortons, Vincents, Norvilles… etc. I had always loved the look of them and started to look at the cafe racer scene a bit more. It seems it was perfect timing as the cafe racer scene was starting to go through a bit of a revival in the UK and I came across one of my favourite builders deBolex and their MK1 CB750. I fell in love with this bike, the mix of modern suspension, electrics and a slimmed down seat on an vintage cafe racer just seemed perfect.

I decided I was going to build one. I bought a cheap CB250n SuperDream and went at it. I knew I wanted clip-ons, a flat skimmed seat and a cool paint job. So that’s what I did. I had a little mechanical knowledge, learnt from the years of riding topped up with an evening course in motorcycle mechanics. The rest was learnt along the way. The CB turned out pretty well. I loved the look, but it was awful to ride. In my haste to build a cafe racer style bike I hadn’t considered how it would actually work. The seat was far too low the reach to the handlebars far tot long and the riding position far too cramped. It didn’t really matter though, because now I had the bug. I absolutely loved building the CB and it quickly became a very passionate hobby. I decided this is what I wanted to do with my life…

So next came the CX500. I wanted to take everything I learnt from the CB250n and push my skills as far as I could. More importantly I wanted to build a cafe racer that looked good, but worked even better. The seat height, position and reach to the clip-ons were the key to making an everyday cafe racer. I also wanted to build a cafe racer that would get me noticed as a shed builder… something that would maybe get me introduced to the scene and a step closer to giving up the day job.

This bike was built in by myself in my shed. I am not fabricator, so I sourced a lot of parts from custom motorbike companies. I either made the rest my myself or had the parts made to my design. A lot of work went in to the CX. It took around 18months to build. The biggest problem was the mono shock conversion. I just couldn’t find a shock strong enough to support the direct linkage. Then I found a company willing to make one to my design. Not only that they made it so it was super easy to change the spring to accommodate any weight. It’s one of my favourite parts of the bike. Its not the most eye catching, but I know the amount of work that went in to it. The colour and design of the bike was influenced by American hot-rods. I love the look of big engined vehicles that are compact and almost minimal, coupled with hi tech components. Something about the mix of vintage and hi-tech just works…

The front end is Cognito Moto, with GSX-R forks, spoked wheel, Motogadget speedo and keyless ignition. I replaced the deluxe tank with the smaller custom tank, moving the mounts back to accommodate clip-ons. For the rear, a Monoshock conversion with a custom made shock by Realm Engineering, designed to take any 2.25″ spring, allowing it to be easily changed depending on rider weight.

Spoked wheel conversion on the rear with oversized tyre. Custom seat by myself. In the middle to add a little power is a set of Mikuni carbs and stainless exhaust pipes. It took a long time to get the lines right on this build. I wanted the traditional straight line running under the tank and seat. The ride height is similar to most sport bikes and it is very comfy to ride. This is the second bike I’ve built and now I’ve got the bug. Hopefully the next build should take me out of the shed to the amateur builder scene!

Photography by Nick Rosendale of Events Through a Lens.

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The Philippines have become a hotbed of custom bikes — especially small-displacement, beach-ready thumpers like the 3B Customs XR200 and Revolt Cycles TMX155. Now we’re proud to feature another surfer’s delight from the islands — this Honda XR125 “Surf Tracker” built by Jerry Formoso of Jerry Formoso Kustoms (#jfkustoms).  Nicknamed “Malibu,” the bike was designed to transfer a surfer from one break to another, complete with surfboard rack and trail necessities.

The Honda XR125 is a small thumper with a big heart — nearly bulletproof on city streets, muddy tracks, and dirt paths.  The 12-hp motor makes for a top speed of around 60 mph with fuel economy in the 60 mpg range. However, few would call the factory XR handsome or beautiful — far from.

Below, we get the full scoop on how Jerry Formoso Kustoms turned this XR125 into such a looker.

Honda XR125 Street Tracker:  Builder Interview

• Please tell us a bit about yourself, your history with motorcycles, and your workshop

I’m Jerry Formoso from the Philippines.  Started building bikes 5 yrs ago from small displacement as a hobby. I’m a mechanical technician, work as freelance graphic designer and photographer.

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

2014 HONDA XR125.

• Why was this bike built?

As a gift from a father to his son who is a surfer and loves to travel.

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

A surf tracker, a bike with a surf rack that can transfer a surfer from another spot

• What custom work was done to the bike?

• Custom subframe
• Custom triple tree inverted shock convertion
• custom seats
• custom fenders and brackets
• custom bike rack and mounts
• old tank fitting
• custom side covers
• custom paints
• custom handlebar
• custom exhaust with heat shield
• custom engine guard

custom headlight and signal mounting

• How would you classify this bike?

Street tracker

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

Yes my HONDA TMX SUPREMO CAFÉ RACER.

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Motorcycles and family go hand-in-hand, and nothing demonstrates that more than this Honda CL350 cafe racer by Sean Sallings…whose parents were married in a Harley shop!

Sean’s father is none other than Jan Sallings of JMS Customs, whose builds have graced Bike EXIF, and we recently featured this incredible Honda CB175 cafe racer built and owned by Kat Stovall, Sean’s fiance!  In the process, we stumbled across Sean’s CL350 and decided we had to feature it.

The Honda CL350 was the scrambler version of the CB350 twin, offering high-mount exhausts and a 19-inch front wheel. The 325cc air-cooled parallel twin made 36 horsepower, pushing the bike to a claimed top speed of 110 mph.  More importantly, the small bike was known for big fun.

Sean had owned the bike for a over decade before he and his fiance decided to do frame-up builds on their bikes.  The result is what you see here. Below, we get the full scoop from Sean on the build.

Honda CL350 Brat/Cafe Racer:  Builder Interview

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

I am a graphic designer by profession. Motorcycles have been part of my life for my entire life. My parents were married in a Harley shop and my father has been an enthusiast/builder for several decades. I’m very fortunate to have a father who has all of the knowledge and tools needed to teach his children the ways of motorcycle customization.

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

1972 Honda CL350

• Why was this bike built?

I have had the bike for a little over 10 years. Over the years it went through minor customizations, then my fiance and I decided we needed to do a frame up builds on our bikes.

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

I have found inspiration from several different bikes. I love the cafe / brat style, so I wanted to bring a little of both into the bike.

• What custom work was done to the bike?

• Tail/Tail light
• Rear Controls
• Seat
• Clip On Bars
• Triple Tree
• Modified Frame

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

• Tail – Tail was chopped. We cut a slot in the hoop to put an LED tail light. Gained inspiration from Cognito Moto.
• Rear Controls – Custom Rear Controls were made by Jan Sallings with JMS Customs
• Seat – Seat was hand stitched by Taylor Henschell with One-Up Moto Garage
• Clip On Bars – Hand made by Jan Sallings. They are modular so if I decide I want higher bars, I just have to unscrew the bars from the base and place new bars in.
• Triple Tree – My front wheel is a rear wheel with a front hub laced in. Because of this, the tire clearance on the stock forks was too tight, so JMS fabricated custom trees that are slightly wider than stock.
• Frame – I took a grinder and plasma cutter to the frame to get rid of all of the stock frame stamping. The frame was then reinforced by JMS Customs.

• How would you classify this bike?

I think the best classification would probably be a brat/cafe

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

I was happy to have a part of the entire build. Although I’ve been around motorcycles for a majority of my life, it wasn’t until this build that I really dove in to the work. It just feels really great to have turned my vision in to a reality and taken the time to do a quality build.

Photos by Laurance Tan

Follow the Builder

• Follow Sean Sallings:  @seansallings
• Follow JMS Customs:  @jmscustoms

The Honda XR600R, introduced in 1985, is nothing short of a modern legend, having claimed a staggering array of Baja championships and countless desert, enduro, and flat track races across the globe. Says MCS:

“The remarkable XR600R made headlines throughout its long model life. It won its first Baja 1000 in 1986 by 45 minutes, thanks to riders Chuck Miller and Bruce Ogilvie (both current and longtime Honda employees). In all, the 600 would win the Baja 1000 four times, the Baja 500 three times, the Nevada Rally once, Barstow-to-Vegas once and more desert races than you can count. It was also amazingly versatile: Scott Summers built his reputation by winning nine AMA National championships contested in the woods (four in Hare Scrambles and five in Grand National Cross Country) on XR600s. Summers also won three gold medals in the International Six Days Enduro-the Olympics of motorcycling-racing against the best enduro racers from every nation on their ground.”

The air-cooled single offered 46 horsepower — more than the currently available XR650L — with beefy square-section downtube, aluminum swingarm, and twin headpipe exhaust. The bike was literally born from Honda’s experiences in Baja, built to run on low octane from out-of-the-way corners of Mexico if necessary, while offering a no-tools-needed airbox cover, 160-watt charging system, and electronic enduro meter.

Enter John Kirkham of the UK, who has built one of the sweetest XR600R street/flat trackers we have ever seen. The bike is full of great little details. For instance, the coins in the headstock and fuel cap. Says John:

The old penny let in to my headstock is the year of my birth and the coin in the copper fuel tank top is an old “Threpenny bit!”

Below, we interview John for the full story on the build.

Honda XR600R Flat Tracker:  Builder Interview

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

I got in to bikes when I was 13 after going to watch a local motorcycle scramble. i raced amateur motocross and raced modern bikes then vintage.

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

Honda XR600 flat tracker

• Why was this bike built

I wanted my own custom bike

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

A flat tracker with retro / vintage looks, decent power, handling and reliability

• What custom work was done to the bike?

Swingarm , exhausts, seat, tank, side panels, triple clamps , seat cowl and engine up-grades

• How would you classify this bike?

Flat tracker

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

The body work, exhausts and overall finish of the bike

• Please list any links for us to include.

I should also point out that Lamb Engineering built the body work , exhausts , yolks and frame and the engine ws rebuilt and re powder coated by MHF metal finishers.

I did the brush finish on the alloy body work.

Honda XR600R Customs

Honda XR600 Street Tracker by John Kirkham - The Honda XR600R, introduced in 1985, is nothing short of a modern legend, having claimed a staggering array of Baja championships and countless desert, enduro, and flat track races across the globe. Says MCS: “The […]

Honda XR600R Street Tracker - At BikeBound, we love dual-sport street trackers, and Daniel Lucero’s creation rocks our boat. Working at home, on his back patio, he turned a basket case 1994 Honda XR600R into a beautiful and classic tracker. […]

Honda XR600 Tracker by Herencia Custom Garage - Argentina’s Herencia Custom Garage, based in Buenos Aires, has quickly become one of our favorite builders.  We recently featured their incredible R100 tracker, and now they are back with their 34th build, this 1994 Honda […]

Honda XR600R Scrambler by Devolve Moto - Last year, Greig Hochreiter was nearly killed by a drunk driver while riding his motorcycle home from hanging with some of his best friends.  Some riders, lying bloody and broken in the hospital, might have […]

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The Honda ATC250R was the hottest 3-wheeler of the 1980s, with a 2-stroke screamer of a motor, manual clutch, and air-assisted suspension.  The machine was designed for ATV racing, and has come to represent all that was so thrilling and dangerous in the three-wheeling glory days of the 80s, before the Consumer Product Safety Commission put a stop to production after thousands of accidents and legal cases.  The wide-haunched rear tires, big as balloons, and stubby front end of the ATC250R is nothing short of iconic, and ATV enthusiasts now whisper of barn finds and ’87 models whose frames were not cut to prevent sale.

Enter BJ English of Brick House Builds LLC, who decided to build…

“…a bike that Honda Racing would have built if they wanted a street version of a wild 250R.”

His platform was another strange child of the 1980s, the Honda CX500.  Aka the “plastic maggot,” the CX offered a V-twin mounted in the Moto Guzzi fashion, flanked by a shaft drive and fronted by a stubby, short-rake front end.  The CX500 has become a favorite of custom builders in recent years, but we have yet to see anything even close to Brick House Builds’s nostalgic build, nicknamed the CX500R.

Below, we get the full story from BJ English on the build.

Brick House Builds LLC CX500R:  In the Builder’s Words

This bike is inspired by the infamous Honda ATC 250R three-wheelers of the 80’s that made a name for themselves wherever they went. Those machines were loud in style and high in performance so I tried to build a bike that Honda Racing would have built if they wanted a street version of a wild 250R.

Starting with a 79C model I chopped the rear off to do a monoshock using a 650R Kawi schock setup and then began to fab the layout of the bike like the seat mount, tank position, and headlight design. I used a Honda XR650 dirtbike headlight assembly for the square look while keeping the width down. The fender is from a Honda dirtbike for the correct looks as well.

Exhaust is a MAC header that I cut and welded into the position you see here. Sounds simply amazing. The bike is piloted through a set of renthal bars and simple controls for a no-BS approach.

Final detail include a set of CR500R tank graphics to tie in the theme as well as some bright red paint the way Honda would have done it. Gold wheels, bars, and fuel cap contrast the blue vinyl seat, fork boots, and graphics throughout for the authentic color combo found on the original ATC 250R bikes.

This machine is about 50 pounds lighter than stock, has modern suspension, and is extremely nimble. It gets ridden hard.

Follow the Builder

• Follow Brick House Builds LLC:  Facebook | Instagram
• Follow Charles Nardi Photography:  Website

CX500 Street Tracker:  More Photos

Below are some non-professional shots of the bike, which show some different angles.

There’s little we love more than a dual-purpose, unkillable thumper of 80s vintage. Here where we live, there’s a small group of riders who spend their Sunday afternoons finding trails, fire roads, and urban jumps on their Honda XR/XL dual-sports. Yours truly, whose first-ever bike was an XR200, has been considering the purchase of an XR to liven up the weekends.

Enter Mark Weckert of Australia’s Penroyd Garage, whose 1983 Honda XL600R scrambler caught our eye. The Honda XL600R, available from 1983-1987, was a 50-state legal dual-sport with cush drive, shorter stroke/larger bore, and wider-ratio transmission than the XR. What we love so much about this dual-sport scrambler is the stylistic subtlety, and how well Mark retained the machine’s functionality. He says:

“The intention with this bike was always to modify it by ditching the plastics and giving it a more classic vmx/scrambler look…It’s a dirt bike, and living in a rural area it gets used as such!”

Below, Mark gives us the full story on this incredible machine.

Honda XL600 Scrambler:  In the Builder’s Words

(Words by Mark Weckert of Penroyd Garage. Highlights by us.)

I slapped the bike together before the 2016 Distinguished Gentleman Ride, as I have the ambition to ride a different project bike in the event every year (with a habit of only getting them completed just in the nick of time!). Last year’s event was my third consecutive at the local Adelaide ride.

The bike itself, a 1983 Honda XL600R, was purchased a couple of years ago from a farmer who had owned it from new and used for mustering stock on his outback sheep station…not an easy life but probably one well suited to the robust Honda XL600R.

Having grown up on a farm myself and learning to ride on a 1979 Honda XR75, the big brother XL/XR bikes were something I always interested in, and this XL600R will be a keeper. The intention with this bike was always to modify it by ditching the plastics and giving it a more classic vmx/scrambler look.

Time (and budget) wasn’t going to permit a full strip down/rebuild/repaint, so I decided to just build it to a rideable mock-up stage and do the rest next winter. When it came to cutting the rear frame to accommodate a custom seat hoop my heart just wasn’t in it… The original style of the bike had grown on me, even with its faded plastics and horrible blue seat! With that in mind, rather then taking to it with the angle grinder, I went ahead and fabricated a fiberglass seat pan to suit the existing frame and mounting points, giving me the ability to restore the bike back to stock if I ever wanted to do so.

To tidy up the frame overhang behind the seat I fabricated a rear rack that tied it all together and allowed me to mount the steel rear guard – sourced from a Kawasaki KE100 Ag-bike and cut down to fit.

Up front, the original brakes were overhauled and shocks rebuilt. The plastic enduro style front fairing/headlight has replaced with 6 inch steel bucket unit with a mesh headlamp grill made to suit. The front guard was a cut down $10 swapmeet find and was fitted to allow adjustability if and when the 21” front rim is replaced with something smaller.

In the controls department a mini DanMoto digital speedo/tacho unit was fitted just below the vintage Honda handlebar crash pad (another swapmeet find). While bar end mirrors were made to fit inwards and the front brake master/lever replaced with a remote reservoir setup from an R6 Yamaha.

The stock header pipes were retained but the heat shield replaced with one cut down from another I had lying around. An aftermarket stainless steel slip-on muffler was sourced and only required minor modification to the original pipe to make it fit.

The custom seat was probably the most time consuming (and frustrating) part of the whole build. After hours spent fibre-glassing, perfecting the shape of the seat pan and foam to follow the lines of the frame and tank it was sent out to be upholstered (and that’s a whole other story). The end result wasn’t quite as desired with some workmanship issues…. but it’ll do for now.

To complete the look, the plastic side covers were replaced with aluminium VMX style race plates, which hide the stock (for now) air-box and battery.

It’s definitely not a show bike, but that’s not what this build was about. It’s a dirt bike, and living in a rural area it gets used as such! The original paint work shows its age but it all adds to the overall character and style of the bike, and for now that’s all I want.

All up, including the cost of the bike, I’ve put somewhere around $2000 AU into the build, and taking into consideration how expensive custom and aftermarket bike parts can be in Australia that’s not too bad. (It also goes to show you don’t need gixxer front-ends, custom swingarms, chopped frames and big dollars to make a kickarse looking bike – but that’s just my opinion!).

The Australian summer is here and the bike will see its fair share of back-road action before winter. The plan then is to strip it down for some fresh paint, engine rebuild, and some new rims with chunky dual-sport tyres, along with some other changes for version 2.0…. Or it might just stay the same!

About Penroyd Garage:

I grew up on a farm in the quiet rural area of the Clare Valley and Mid North of South Australia, a grape growing and wheat cropping area – 100 miles from the nearest major city of Adelaide.

Penroyd is the name of the family property I grew up on, and apart from spending the odd year away here and there, it’s where I still live today. The surrounding farm land has now been passed on after the death of my father in 2000 when I was 17, but I have kept the Penroyd name alive through the creation of Penroyd Garage. I wouldn’t call it a fully-fledged business, but it’s where my passion is and something I do on the side when I’m not involved in the local farming industry.

A typical story – I obtained my passion for anything mechanical through my father, who had a large collection of vintage tractors and classic cars. When he wasn’t busy on the farm he’d be tinkering away on some old tractor or car and I was usually by his side learning the tools.

Farms and dirtbikes go hand in hand, although my relationship with them got off to a rocky start – the very first time I let the clutch out on our Honda XR75, around the age of 6, I subsequently crashed it straight into the side of a barn (no thanks to my older sisters for neglecting to tell me where the brakes were on that one…) Some tears may have been shed but I wasn’t deterred, and I’ve been riding and toying with motorbikes ever since.

It goes without saying that the death of my father left a pretty big hole in my life. We shared a lot in common and spent a lot of time together, whether it was working on his old tractors, participating in a vintage/classic car rally, or attending a motorsport event together. He always told me however not to get in to restoring cars myself, “as it was too much money, and too much work!”

Of course the first thing I did after his death was go out and buy an old heap of junk to do just that. It was a 1967 Ford Cortina GT mk2, and over the next couple of years I committed myself to getting it back on the road. The engine was rebuilt in auto-shop class at high school while the body repaired and painted thanks to the help from my uncle who was once the local Ford dealer and mechanic.

I still have that car today and with what I learned from that project and the time spent with my father I went on collecting and fixing old cars. That’s pretty much how Penroyd Garage has come about. I mostly buy something in need of repair or restoration, whether it be a classic car or bike, I fix it up, and after getting a bit of enjoyment out of it, I then on-sell it. Sometimes for a handy profit and sometimes just covering costs, but it’s the process and the satisfaction I get from the finished product which is the main reward.

My first custom motorbike build came about when a friend of mine wanted something unique to get around town on. She got caught up in the whole hipster/custom motorcycle movement which was just taking off in Australia and I saw it as a good opportunity to get involve myself without footing the bill! The base bike was a 1996 Honda CB250 which I customised into a clean looking brat/scrambler, and I’m probably more proud of that build than my current XL600R. Unfortunately, since building it, the little CB250 has spent way more time sitting in the corner of her garage than it should, but occasionally I get the opportunity to take it for a blast around the city (I’ve probably put more miles on it than she has!).

I have since gone on to fully restore a 1975 Honda CB250 to original specification, and modified a 1982 Kawasaki GPz550 into a somewhat café racer. Both sold-on to make way for the next project. Other bikes sitting in the garage waiting their turn include a 1983 Honda CB750, 1984 Kawasaki GPz750, and 1985 Yamaha SRX250.

Although I find it hard in my area meeting people that share the same level of passion I do for bikes/cars etc. it has been great seeing the power of social media and using Instagram to connect with people from all over the world who do!

Follow the Builder

Follow Penroyd Garage:  Facebook | Instagram

At BikeBound, we love dual-sport street trackers, and Daniel Lucero’s creation rocks our boat. Working at home, on his back patio, he turned a basket case 1994 Honda XR600R into a beautiful and classic tracker.

The XR600R was introduced in 1985, an updated version of the legendary XR500R. The XR600R became a legend in its own right, winning four Baja 1000s and five Baja 500s during its 15 year production run. The essentially bulletproof 591cc single cylinder air-cooled thumper put out 46 hp in a 300 pound package and won more desert races than you can count.

Daniel’s bike obviously had lived a hard life as his build began with several boxes of parts pulled out of a storage unit. Dan had long been a fan of trackers and their racing heritage. He wanted a tracker that was air cooled and kick start, as well as one that could be made street legal.

To get the lines he wanted from front to back, he tossed the original tank and seat, reworking the rear subframe and adding a new, more streamlined, tank. He created the rear cowl and seat from two part foam and, when he got the lines perfect, he covered it in fiberglass.

To wake up the the big single, he freshened it with a big bore 628 piston and replaced the original 38mm Keilhin with a 40mm flat slide from a CRF450R. He used the original forks but upgraded the internals and dropped the front end four inches. He likewise retained the original Pro-Link Showa mono-shock but revised its internals as well. He tossed the 21” front wheel in favor of a re-laced 19-incher. The resulting stance is pure tracker.

The stainless steel exhaust, with a 12-inch Cone muffler, was welded up by a friend of Dan’s who makes custom bicycles. This was the first exhaust he had ever made and we think he may have missed his calling.

High bars complete the tracker look. As Dan wanted a street legal bike, he had to add lights. He crafted a new wiring harness limited to just the essentials needed for a plate and hid all of the electronics under the seat. He wanted to stay as close as possible to the race heritage of the tracker, ‘only what is necessary.’

From the storage shed to first kick was six months. We certainly feel it was time well spent. Can you imagine what he could do with a full shop? Dan, congratulations on a tracker well done.

Credit to Cafe Racers United for first featuring this build.

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Today we are thrilled to feature this incredible 1978 Honda CB750K cafe racer by Justin Webster of J.Webster Designs. Justin was recently featured on the Esquire series Wrench Against The Machine, which we highly recommend, and he has been invited to the Handbuilt Motorcycle Show in Austin, Texas.

We love seeing this attention go to a man like Justin, a self-taught builder who started his business working at night after his day job, and who credits his father with teaching him “true work ethic.” Justin can also articulate his own aesthetic philosophy, which we love:

When building bikes, I like to not have a single item stand out too prominently. All modifications should flow with one another and compliment each other, not compete.

Below, we get the full story from Justin on this oh-so-clean CB.

CB750K Cafe Racer:  Builder Interview

(Highlights by us.)

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

J.Webster Designs is a small, relatively unknown, rapidly growing company that specializes in designing and manufacturing custom aftermarket motorcycle parts (for vintage Hondas as well as other brand specific parts and universal fit products), providing one-off fabrication, and doing full custom built bikes. I am located in Gainesville, Florida currently. I was recently featured on the new Motorcycle Build-off competition TV series Wrench Against The Machine. I was also an invited builder to the prestigious Handbuilt Motorcycle Show.

I grew up working on hot rods with my father and always dreamed about having my own custom shop growing up. I never let that dream fade and was determined to make it happen. I fell into the motorcycle industry when I purchased my first motorcycle (1976 CB750F) in college. I couldn’t afford to buy all the cool parts that I wanted, so I made them.

People liked what I was making and the rest is history. I worked the business at night after my day job and went full time with the business 2 years ago. I am completely self taught in all aspects. I truly have my father to thank for instilling in me the passion for all things mechanical and showing us what true work ethic looks like. He pointed me in the right directions growing up and I ran with it. He was always there to point me in another direction when I strayed from the path.

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

The bike is a 1978 Honda CB750K

• Why was this bike built? (Customer project, company promotion, personal, etc.)

This bike was built on commission for a client out of Orlando, FL. He had interest in starting to ride motorcycles and really liked the detail focused style of our builds. Being his first bike (one hell of a first motorcycle!), he did not have a donor. I found the bike in barn in Illinois. It was in a typical state for an almost 40 year old bike but was relatively unmolested and made for a prime donor for this build.

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

The client wanted a classic styled bike that was not overtly modernized. So we went with a style that is tried and true and will stand the test of time. We really pride ourselves on the detail oriented focus of our build and this bike is not without. There are so many items that can be found and noticed each time you revisit the bike. When building bikes, I like to not have a single item stand out too prominently. All modifications should flow with one another and compliment each other, not compete.

• What custom work was done to the bike?

The bike was completely disassembled and the frame was detabbed and modified accordingly. All switch gear except for the a minimalistic turn signal switch were removed from the bars and relocated to custom made mounts on the frame below the tank.

LED tail lights were molded into the rear frame rails and LED turn signals were molded into the bottom of the gas tank to keep the bike as sleek as possible while maintaining it’s street legal compliance.

The triple trees were shaved and smoothed to remove all casting marks and a pedestal mount was added to the lower triple to mount the bates style headlight and to get rid of any headlight fork ears to reduce clutter on the front end. A floating mount was fabricated to attach the Motogadget Motoscope Tiny gauge to the shaved and smoothed upper triple tree.

The electronics have all been upgraded to modern standards with a solid state Regulator/Rectifier, Motogadget M-Unit, Motogadget M-Lock RFID ignition switch and modernized switch gear.

The motor was completely rebuilt and brought back to a better than new state with fresh internals, hand polished covers and a nice exhaust system topped off with a Cone Engineering reverse megaphone muffler. All mechanical items were gone through and updated, upgraded or replaced where necessary. I hand made the rear seat cowl to flow with the lines of the 1974 CB750K tank that I swapped onto the bike.

Custom paint and powdercoat inspired by 1950s appliances was laid down to finish it all off along with upholstery. To top it all off the bike was outfitted with a full array of J.Webster Designs parts (Valve Tappet Covers, Oil Pressure Gauge Adapter, Tach Drive Plug, and Speedometer Gear Drive Delete).

• Full list of the changes made/parts used.

– Modified original frame

– Shaved and smoothed triple trees

– Pedestal mounted Bates style headlight

– Relocated switch gear

– Modernized electronics

– Motogadget Motoscope Tiny gauge

– Motogadget M-Unit

– Motogadget M-Lock

– Ricks Motorsport Electrics Solid State Regulator/Rectifier

– LED tail lights moulded into the rear frame rails

– LED rurn signals moulded into the bottom of the gas tank

– Custom wiring harness utilizing highstrand, low resistance wire

– Rebuilt motor with fresh internals and slight upgrades

– Hand polished aluminum engine covers and other items.

– Cone Engineering reverse megaphone muffler

– Full J.Webster Designs parts lineup

– Valve Tappet Covers

– Tach Drive Plug

– Oil Pressure Gauge Adapter

– Speedometer Gear Drive Delete

– Swapped 1974 CB750K gas tank

– Handmade Seat Cowl

– Custom Paint, Upholstery and Powder Coating

– Avon Roadrider tires

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

I am particularly proud of how well the bikes lines flow well and all the finishes compliment one another. I am also proud of how well our parts blend into the style of the bike and really help set it apart.

Follow the Builder

Builder: Justin Webster/J.Webster Designs:

• www.JWebsterDesigns.com
• www.instagram.com/j.websterdesigns
• www.Facebook.com/JWebsterDesigns

Photography Credit: Aren Bane from Bane Digital

• www.arenbane.com
• www.instagram.com/bane_digital

Video Credit: Aren Bane from Bane Digital and Travis Hull from Talking Head Studio

• www.talkingheadstudio.com
• www.instagram.com/talkingheadstudio

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No one spends as much time in the saddle as motorcycle couriers, ripping through traffic and over sidewalks to deliver time-sensitive files and packages.  London-based Jacek Sawczyn once worked as a moto courier, delivering parcels throughout Britain. That seat time certainly influenced his passion for motorbikes — he now has ten in various stages of customization.

Today, we’re thrilled to present his 1982 Honda CB900. Whenever the subject of moto couriers comes up, we can’t help but think of the comic Bloodrunners by Andy Sparrow, which follows dispatch riders who ride radical turbocharged Japanese inline fours, delivering blood and organs.

This CB900 cafe racer reminds of that breed. The CB900F was introduced in 1979, aimed to compete against Europe’s best. Honda called the bike “a thundering Super-Sports bike with devastating performance and an unwavering stamina,” and some proclaimed the bike the best street machine Honda had ever produced.

Below, we get the full story on the build.

Honda CB900F Cafe Racer:  In the Builder’s Words

(Words by Jacek Sawczyn. Highlights by us.)

I’m maintenance engineer working in top London restaurants, but my passion is motorbikes. I have around ten bikes and most of them are custom-made. Let me tell about one of them (basically my first build in London).

In 2010 I was bike courier in London; it was like all day on a motorcycle, delivering parcels across Britain. One day I found Honda CB for sale. It was cheap but bad condition. I decided to make my dreamed cafe racer.

I removed all unnecessary parts, bought modern wheels and brakes, and fit high-class suspension. I found on Ebay old English-style tank, made the seat by myself, and assembled bike. For more power, I fitted dynatek ignition and racing carburetors.

The bike looks and rides amazing, is real head turner when riding on the street. Currently working on another project which will finish soon.

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The husband/wife team behind Droog Moto has quickly established a signature style, building post-apocalyptic trackers, scramblers, and desert sleds that Mad Max would love. Recently, Max and Erica Droog moved from scorching Arizona to Washington State, where they can’t wait for perfect summer riding weather. This is their first build to come out of the PNW, and we are honored to give you the full story below.

Droog Moto CX500 Scrambler:  In the Builder’s Words

(Words by Droog Moto. Highlights by us.)

The bike is a 1979 Honda CX500D. We both really wanted to build a CX and especially another Honda. We found this bike in Seattle and made the drive south to go get it. It had already been hacked up by the previous owners. Luckily for us it was stored inside for a number of years. We got the bike home and got to work right away. We wanted to build a true one of a kind scrambler out of this bike. In our opinion, the CX has perfect lines for a retro-modded scrambler.

The first thing up on the list was the mono shock and new subframe. We did a similar setup on our previous CM400 build and it worked perfectly. Once the rear was set and we decided on a height we moved our attention to the front.

A fork swap was a must for this build. The stock CX forks are very small in diameter and contain no adjustability. We found a good set of Yamaha R1 forks that we got setup with. The front wheel was also used off the Yamaha so that we could run matching tires and a better brake setup. We settled for a single caliper setup as the R1 caliper is a dual piston with a serious bite, we matched that up with an R1 master cylinder and braided brake line. The wheels were painted black and then wrapped in Duro HF904 tires; they are big and chunky just like we wanted for this setup.

The fuel tank was given the special Droog Moto treatment — this one is a bit new to us but we really dig the style it adds to the build. We matched up a custom tracker plate and a 5” headlight. We installed oversized handlebars with Biltwell Grips and a TrailTech speedo.

Moving on to the motor, we wanted to keep it in true scrambler fashion so high pipes were a must. We decided on a nice tight setup that exited towards the rear keeping the rider and bike safe from heat. The motor was given a good cleaning and gone through along with a fresh coat of paint. Lastly we installed a Lithium battery tucked into the swing arm paired with a new Mosfet Regulator/Rectifier to keep it all working in order.

This bike is a true one of a kind CX that we personally think kicks ass! The bike will be up for sale soon on our website!

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Droog Moto Custom Bikes

Honda CX500 Scrambler by Droog Moto - The husband/wife team behind Droog Moto has quickly established a signature style, building post-apocalyptic trackers, scramblers, and desert sleds that Mad Max would love. Recently, Max and Erica Droog moved from scorching Arizona to Washington […]

Yamaha FZ-09 Street Tracker by Droog Moto - Arizona’s Droog Moto has quickly established their own rough-and-ready style, building post-apocalyptic desert sleds that put the “wild” back in the Wild West.  Now the husband/wife team of Max and Erica Droog is back with […]

Kawasaki KLR650 Tracker by Droog Moto - Droog Moto is a husband/wife team out of Phoenix who build some of the baddest, post-apocalyptic desert sleds ever to chase rattlesnakes and jump curbs. It was only a matter of time before the duo took on a KLR650 build. This one they are calling their KLR650 Trackster, and she's a desert-burning doozy.

Kawasaki KZ750 Brat Tracker by Droog Moto Concepts - Only a handful of the world’s builders have an unmistakable style, allowing you to identify one of their builds at a glance.  Droog Moto Concepts, run by the husband/wife team of Max and Erica Droog, […]

KTM 690 Duke Scramblers by Droog Moto Concepts - Max Droog of Arizona’s Droog Moto Concepts has been turning out some of the meanest scramblers ever to jump a curb or burn down a backroad.  Now he’s back with a pair of KTM 690 […]

Honda XR500 Scrambler by Droog Moto Concepts - Max Droog of Droog Moto Concepts, based in Phoenix, has been turning out some incredible builds.  Recently we featured his CM400 scrambler build, and now he’s back with this burly scrambler based on an ’81 […]

Honda CM400 Scrambler by Droog Moto Concepts - The Honda CM400 was an air-cooled parallel twin available from 1979 to 1982.  It was a precursor to the Rebel, and known as a particularly bulletproof starter bike.  Max Droog of Phoenix’s Droog Moto Concepts […]

There is something inherently fun about small-displacement builds, especially when they are done with the detail, performance, and historical livery of this Honda SL70 street tracker by OtC Custom Motorcycles.

The Honda SL70 was a 72cc, four-stroke street/trail bike that preceded the XR75 — especially cool because it looked like a real motorcycle. Toby Jones built the bike to benefit the K9s for Warriors Charity, and it will be auctioned off at this year’s Riding into History Vintage Motorcycle Concours d’Elegance in St. Augustine Florida — one of our favorite shows. The bike was stripped down to the bare frame, detabbed, and now sports a 125cc Piranha motor.

Below, we get the full details from on the build.

SL70 Mini Street Tracker:  Builder Interview

(Answers by Toby Jones of OtC Custom Motorcycles. Highlights by us.)

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

My name is Toby Jones and my shop OtC Custom Motorcycles is in Vero Beach Florida. I have been fooling around with things mechanical for so long that my sister says she will always remember me as being a “greasy little child.” While vintage custom motorcycles is actually just a hobby for me (a guy who is retired and doesn’t play golf or fish), we manage to do a couple of builds a year and sell one from time to time. Our CB400F café bike that was featured on BikeBound.com last year recently found a new home with an architect in Ft. Lauderdale. He keeps it in his office (how cool is that?).

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

This little bike is a 1973 Honda SL70. One of the first Honda minis that actually looked like a real motorcycle. The donor bike was in sad shape and missing most of its original parts. I knew the little guy was too far gone for a factory restoration, but I was sure we could do something cool with it.

• Why was this bike built?

I’m so glad you asked. For the past couple of years my wife Mary and I have attended the Riding into History Vintage Motorcycle Concours d’Elegance in St. Augustine Florida. It is a fantastic show with hundreds of vintage bikes of all makes and styles on display. The World Golf Village where it is held is a beautiful venue with the vintage bikes parked around a lake on its Walk of Champions. The show holds a silent auction at its Grand Marshal’s dinner each year benefitting the K9s for Warriors charity. A group that does some great work providing and training companion dogs for returning Veterans suffering from PTSD.

My wife had a chance to meet and chat with the people from K9s for Warriors last year and was very impressed with their work. To make a long story short, I have always wanted to build one of these cool little bikes so after talking it over with our good friend and the founder of the show, Billy Aldrich (who agreed it was a capital idea) we decided to build this little bike specifically for the auction. We understand how fortunate we are to be free to do what we do and this is just our way of giving a little bit back to the veterans that make our freedom possible.

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

From the first time I laid eyes on it I knew this bike was going to be a tracker. I just dig the simplicity and down to business look of a tracker that says “toss me sideways and let me sling some dirt.” As for the color scheme, well I think everyone knows where that came from. The Gulf Oil racing livery is so iconic in motorsports that it really doesn’t need an introduction. Even the young people recognize it, though they think it was first used on a Porsche and probably don’t remember the GT40 Fords at Lemans.

• What custom work was done to the bike?

The bike was disassembled to the bare frame and we removed the tabs and brackets that were not going to be used. The frame was then stripped, primed and painted in Competition Orange urethane.

We custom built a seat base and our friend Jake at Jake Martin Upholstery stitched up a sweet cover for it. Two inches was cut from each end of a set of standard tracker bars to better fit the bike’s smaller profile. The front and rear hubs were polished and a new set of chrome rims were laced up. The lower fork sliders were also polished before being fitted with new seals and upper tubes.

I fabricated a new brake stay with lightening holes from 6061 aluminum and also whipped up a small chain guard and toggle switch mount. A spare (badly rusted) CB400F Honda front fender was cut down, sand blasted and returned to service as a rear fender for the little tracker. The original Honda tank and the donor rear fender were primed, painted and striped in Gulf Oil racing colors.

As the original Honda engine was long gone and the replacement engine that came with the bike had its kick start lever welded to the shaft, we decided to go with a new Piranha 125cc killer motor. After all, we want the new owner to have a happy ride but, when the throttle is screwed on, also a bit of a scary ride.

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

• Tracker handle bars from Dime City Cycles.
• Front and rear rims from David Silver Spares
• Front and rear tires from Motorcycle Super Store
• Piranha 125cc motor, cables, controls and exhaust from Motorcycle Warehouse
• Brake shoes and fork seals from 2fast Moto
• Of course a few misc. parts from good old Ebay

• How would you classify this bike?

Tracker, yep it’s a baby tracker.

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

You know, I’m proud that, with the exception of the upholstery, we were able to do everything on this bike right here in the shop, but I’m actually more grateful than proud about this build. Grateful that we are able to give something back to a great cause. Grateful that this little bike may be some young man or young ladies introduction to motorcycling. Grateful that I’m married to a woman that loves to ride, puts up with my hobby and thinks the way I do when it comes to giving back.

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Nothing we love more than a shed-built cafe racer — especially when it turns out as clean as this one.  The Honda CX500 has become a favorite among builders, with its ‘Guzzi-style V-twin, stubby wheelbase, and upright forks. In factory trim, the bike is decidedly ugly, just begging to be restyled!

Enter Colin Froy of Rolling Retro, who needed a change after a close call with the police on his sport bike. It was time for a change, and he caught the cafe racer bug from a friend who builds high-dollar cafes:  Nortons, Vincents, and the like. Colin started his journey with his a Honda CB250N. It looked great, but was “awful to ride.” So, when it came to this CX500, he says:

“I wanted to build a cafe racer that looked good, but worked even better.”

Below, Colin Froy of Rolling Retro gives us the full story on this 1980 Honda CX500 cafe racer.

Honda CX500 Cafe Racer:  In the Builder’s Words

(Words by Colin Froy. Highlights by us.)

I’m now 36 years old and have been riding bikes since I was 19. The majority of the bikes I’ve owned and ridden are sport bikes: ninjas, GSX-R’s, R6’s etc… A few years ago I got stopped by the police at the kind of speed that could have lost me my license. There just wasn’t any thrill riding a sports bike unless I was going fast and fast was going to get me in to a lot of trouble. It was time for a change.

A friend from work (the day job) built cafe racers in his spare time — not the budget kind, but Nortons, Vincents, Norvilles… etc. I had always loved the look of them and started to look at the cafe racer scene a bit more. It seems it was perfect timing as the cafe racer scene was starting to go through a bit of a revival in the UK and I came across one of my favourite builders deBolex and their MK1 CB750. I fell in love with this bike, the mix of modern suspension, electrics and a slimmed down seat on an vintage cafe racer just seemed perfect.

I decided I was going to build one. I bought a cheap CB250n SuperDream and went at it. I knew I wanted clip-ons, a flat skimmed seat and a cool paint job. So that’s what I did. I had a little mechanical knowledge, learnt from the years of riding topped up with an evening course in motorcycle mechanics. The rest was learnt along the way. The CB turned out pretty well. I loved the look, but it was awful to ride. In my haste to build a cafe racer style bike I hadn’t considered how it would actually work. The seat was far too low the reach to the handlebars far tot long and the riding position far too cramped. It didn’t really matter though, because now I had the bug. I absolutely loved building the CB and it quickly became a very passionate hobby. I decided this is what I wanted to do with my life…

So next came the CX500. I wanted to take everything I learnt from the CB250n and push my skills as far as I could. More importantly I wanted to build a cafe racer that looked good, but worked even better. The seat height, position and reach to the clip-ons were the key to making an everyday cafe racer. I also wanted to build a cafe racer that would get me noticed as a shed builder… something that would maybe get me introduced to the scene and a step closer to giving up the day job.

This bike was built in by myself in my shed. I am not fabricator, so I sourced a lot of parts from custom motorbike companies. I either made the rest my myself or had the parts made to my design. A lot of work went in to the CX. It took around 18months to build. The biggest problem was the mono shock conversion. I just couldn’t find a shock strong enough to support the direct linkage. Then I found a company willing to make one to my design. Not only that they made it so it was super easy to change the spring to accommodate any weight. It’s one of my favourite parts of the bike. Its not the most eye catching, but I know the amount of work that went in to it. The colour and design of the bike was influenced by American hot-rods. I love the look of big engined vehicles that are compact and almost minimal, coupled with hi tech components. Something about the mix of vintage and hi-tech just works…

The front end is Cognito Moto, with GSX-R forks, spoked wheel, Motogadget speedo and keyless ignition. I replaced the deluxe tank with the smaller custom tank, moving the mounts back to accommodate clip-ons. For the rear, a Monoshock conversion with a custom made shock by Realm Engineering, designed to take any 2.25″ spring, allowing it to be easily changed depending on rider weight.

Spoked wheel conversion on the rear with oversized tyre. Custom seat by myself. In the middle to add a little power is a set of Mikuni carbs and stainless exhaust pipes. It took a long time to get the lines right on this build. I wanted the traditional straight line running under the tank and seat. The ride height is similar to most sport bikes and it is very comfy to ride. This is the second bike I’ve built and now I’ve got the bug. Hopefully the next build should take me out of the shed to the amateur builder scene!

Photography by Nick Rosendale of Events Through a Lens.

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