MotoGP News - Vinales gets new Yamaha MotoGP contract to run until end of 2022
https://ift.tt/37zGQIP Yamaha has extended Maverick Vinales's contract for two more years to the end of 2022, marking the completion of the first major deal of the '20 MotoGP silly season. The 2013 Moto3 world champion joined Yamaha from Suzuki in 2017, and has so far scored six wins - including two last year - on the YZR-M1 across his three seasons with the team. Vinales's previous contract was agreed during Yamaha's launch event at the start of 2018, but his generally poor form during the last campaign suggested a repeat of such an early signing was unlikely. But, as his extension was announced, Vinales explained he didn't want his 2021 future weighing on his mind during the early phase of the season and saw "no reason not to stay with Yamaha". "I'm extremely happy because I feel like I get to keep my own team," said Vinales, who finished third in the standings last year. "This will be the second year with my current crew, and after this I have two more years to look forward to. "I'm so excited! I think that if we keep working really hard we are heading the right way. "For me, it was very important to make this announcement before the season started, because I'm highly motivated and want to be able to fully concentrate on the 2020 season. "I don't want to spend too much time thinking about the future. "There were no reasons not to stay with Yamaha, because they feel like family. "Yamaha is giving me a lot of support and, as I said, I have 'my own team', which is something I really need. "We need to keep working and be very strong. Our main objective is, as always, to be world champion and try to bring Yamaha the number one honour again. "I will try my best. For sure, I will give everything I have to make our team proud too. "I would like to say thank you to Yamaha for their faith in me. They are giving me a lot of confidence, and I really have trust in our partnership. "I think we will both be growing very fast and we will keep pushing." Vinales had been linked to a potential move to Ducati, and the Italian marque did not rule out the possibility when asked about it last year. This announcement now casts some doubt on Valentino Rossi's future inside the factory Yamaha team, with last year's Petronas SRT rookie sensation Fabio Quartararo highly likely to be given a promotion to the works squad. Rossi has previously stated he wants to see how he performs in the opening 2020 races before committing to a career extension, and has not ruled out moving to SRT if there is no space for him at the works team. Yamaha will officially launch its 2020 season on the eve of the first test of the year at Sepang on February 6. Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei January 28, 2020 at 07:39AM
MotoGP News - Avintia's Zarco inspired by 'positive' Lorenzo Ducati turnaround
https://ift.tt/2RAzZcF Johann Zarco says Jorge Lorenzo's ability to win on the Ducati is a 'positive example' for him ahead of his first season on a Desmosedici in Avintia colours in 2020. Double Moto2 world champion Zarco signed a deal directly with Ducati to join the customer Avintia squad aboard a GP19 late last year, despite initially shunning the link and branding Avintia "not a top team". The Frenchman, who like Lorenzo started his Moto GP career on a Yamaha, endured a troubled half-season with KTM last year which led him to terminating his contract early. He was then dismissed outright after Misano and ended up on the LCR Honda in place of an injured Takaaki Nakagami for the final three races. Lorenzo, who retired at the end of last season after similar difficulties in adapting to the Honda, famously struggled to get to grips with the Ducati initially in 2017 after nine years aboard Yamahas. But he emerged as a race winner the following season after several key upgrades - chiefly a modified fuel tank - were delivered and allowed him to properly utilise his riding style. "Lorenzo's example is very positive for me," Zarco told MotorSprint. "Because he has a very particular style; it is a unique style, so clean and precise that if he does not have the right feeling he cannot be fast. "And he has always been without half measures - slow or winning with Ducati, which makes me think that Ducati engineers managed to adapt to him. "When he won [at Mugello, Catalunya and Austria], we saw a pure Lorenzo." Building on this, Zarco called Ducati's ability to adapt to its riders' demands its "strong point", and this has "opened up more possibilities" for the likes of Andrea Dovizioso, Danilo Petrucci and Pramac's Jack Miller. "They [Ducati] is able to go in the rider's direction, while Honda - which has a rider as strong as Marc [Marquez] - they are more 'conservative' [in its approach to bike development]," he added. "Ducati has opened up more possibilities with Dovizioso, Petrucci, Miller, who have podium level. "That's why I only have to work on my motivations, my determination and my speed." Zarco's three-race stint on the Honda with LCR only yielded three points, he was able to "recover the feeling" he had lost while riding the KTM. "With what I suffered with the KTM, I was delighted to recover the feeling with the Honda," he said. "It was risky, yes, but I hadn't been able to fast on a motorcycle that wins with Marquez, it meant that maybe it was better to quit - a bit like what happened to Lorenzo. "I don't know why he couldn't feel comfortable with the Honda. Maybe due to physical problems, and I understand his decision to retire. "I didn't get a podium with the Honda, but I wasn't slow. So the Ducati challenge doesn't scare me. "Of course, I couldn't do well with the KTM, but that don't have a motorcycle that wins races either. "Lorenzo suffered a little and the won with the Ducati, but in general many riders with different styles have managed to do well with the Desmosedici. "So, I think it's a fairly homogenous motorcycle. That gives me confidence." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei January 28, 2020 at 06:33AM
F1 News - Formula 1: Renault's Pat Fry set to start in new role
https://ift.tt/30Z2Omj Pat Fry is to start work at Renault as their new chassis technical director on 5 February. The announcement of his start date and official title follows the team's confirmation last November the 55-year-old engineer was joining them. Fry, who has been on gardening leave from McLaren since last July, is a direct replacement for Renault's ousted former technical director Nick Chester. Chester left after a disappointing 2019 season for the French team. Renault started last season aiming to build on their fourth place in 2018 and move closer to the top three teams, but instead fell to fifth in the constructors' championship behind their engine customer McLaren. Fry, who will attend the launch of Renault's 2020 F1 car in Paris on 12 February, brings a wealth of experience. Most recently, he played a significant role in McLaren's revival last season after joining them in the summer of 2018. Fry has spent most of his career at McLaren, joining them in 1993 and rising to a role leading car design under technical director Paddy Lowe until he left the team in 2010 to join Ferrari. He went to Ferrari as assistant technical director at the start of 2011, rising to director of chassis in May that year after the sacking of technical director Aldo Costa, who subsequently moved to Mercedes and became a leading figure in their domination of the last six years of F1. Fry then in turn left Ferrari at the end of 2014, their first winless season since 1993. He spent some time as a consultant for the now defunct Manor team in 2016-17 before returning to his most recent role at McLaren. Joining Renault marks a return to his roots for Fry, who started his F1 career with what was then called the Benetton team in 1987 and stayed there until 1993, when he joined McLaren. Fry will team up again with Renault sporting director Alan Permane, who worked with Fry during his first period at the team based in Enstone, Oxfordshire, and who has stayed there through its various guises since. What started as Toleman in the early 1980s has since been known Benetton, Renault, Lotus and now Renault again since 2015. Permane's current role puts him in charge of all race team operations under Renault F1 managing director Cyril Abiteboul, and executive director Marcin Budkowski. #F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 January 27, 2020 at 09:32AM
Motorcycle News - SINGLE MINDED: Honda NX650 Dominator by KoolT Creations
https://ift.tt/3aHzXaB Written by Martin Hodgson It wasn’t so long ago that walking into a motorcycle dealership with a handful of cash, large or small, was not only your ticket to fun and freedom but also a healthy dose of antisocial behaviour that put a smile on your dial. Whether that was sticking your new ride sideways into a corner, spinning the back tyre or popping a wheelie, it was all just a twist of the throttle away. Try that on most new bikes and a cornucopia of flashing lights on the dash will tell you, ‘computer says no’. So to get back to the simple joys of life on two wheels, Stefan Lantschner of Koolt Creations, loves nothing more than turning lightweight singles like this Honda Dominator into uninhibited pleasure machines. Stefan is an Italian who calls Barcelona home and when he’s not at his day job working as a videographer, he’s spinning the spanners turning the sweet simple bikes of thirty years ago into good looking thrill rides. But while he was working away on another project, a stunning Yamaha XT600, the Honda sat on the sidelines. “After I picked up the Domi from my friend in Verona I left it over a year in the garage… my friend Alberto said he wants the bike for next summer so I had to get started!” At first, the idea was just to do a simple makeover, put a new seat on, change the gas tank and fit a cleaner headlight. But this was one of those projects that once it commenced and Stefan saw the potential, he kept stepping up the quality and level of modification to ensure nothing was left half done. This was all triggered by the first cut to the frame, initially small so as just to add a rear hoop, he returned the angle grinder to the metal and cut the whole subframe clean off! Then wanting to do a thorough job fabricating the new rear, the engine was removed and everything stripped off the frame. Being able to now flip the chassis upside down and in any direction allowed Stefan to lay the perfect welds on his new subframe and it also meant designing and fabricating the mounts for the Honda CG125 gas tank was that much easier. With the modifications done, the frame was first sent out to be sand blasted and then given a hard-wearing layer of black powder coat. With the frame back in his hands looking a treat, there was no way he could start piecing it together with manky nuts and bolts, so they were either refurbished or replaced. Sitting perfectly on the newly rebuilt frame is a two-up leather seat with graphics matching gold stitching for an extra touch of class. But with the tank back on the bike and a traditional round headlight bolted up, it all looked a little unfinished for Stefan and left him nowhere to hide the wiring. So knowing he needed to make some more bodywork he asked his friend at Nik’s Motorcycle if he could have a go of his English Wheel, “I was pretty hyped about the result from the side panels and the front light panel for using it for the first time!” With the tins all out for paint, Stefan and his friend Salva got to work on the electrics, splitting the system in two, with the CDI hidden under the seat and the rest remaining in the factory location upfront. The headlight cowl allows for a much neater installation and a mix of Pro Taper and Renthal takes care of the controls, with new switchgear replacing the now junked factory parts. At the rear, a new number plate bracket supports an array of lights, with tiny LED indicators keeping things as tidy as the front end. But the reason for picking the Dominator in the first place was always that thumping 644cc, 4 valve, single. With torque all through the rev range, it comes alive at 3000rpm allowing the rider to get silly for some controllable chaos and Stefan only wanted more. So having struggled to get a perfect tune on his last big single build, the Honda keeps the airbox to feed constant air to the rebuilt carby. While on the other side of the motor a CRF muffler was used for sight and sound, with Christopher Martensson fabricating the beautiful 2-1 collector pipe from the headers. To add to the looks, Stefan designed and attached his own simple and clean graphics package. While the refurbished suspension and brakes, repainted triple trees and new rear spring makes sure the Dominator does everything just as it should! The alloy rims have been coated to match the trim colour and wrapped up in dual-sport rubber the Domi, like its factory father, is comfortable in almost any conditions. “In the end I am pretty happy with how this Scrambler for my friend Albi turned out and believe me this thing wheelies really well!” Stefan smiles. And with no computer to dictate the thrill factor only your skill and your ability to hold your nerve can get in the way of enjoying this magnificent machine to its full, fun-filled potential. [ KoolT Creations ] Motorcycles via Pipeburn.com https://ift.tt/2LY9tnG January 27, 2020 at 05:09AM
MotoGP News - Ducati rider Petrucci's 2019 MotoGP ambition was cause of his slump
https://ift.tt/37uOeFB Ducati's Danilo Petrucci says his ambition of finishing second in the 2019 MotoGP standings was the reason for his slump in form in the second half of the season. Petrucci earned a place at the works Ducati squad for 2019, and secure a contract renewal early on after a run of three podiums - including a maiden victory at Mugello - between the Le Mans and Barcelona rounds. However, his form tailed off dramatically in the second half of the year, and he did not score another top-five finish following a fourth at the German Grand Prix prior to the summer break. All of this meant he went from fighting for second in the standings to only just holding onto sixth come the season's end. Speaking at the launch of Ducati's 2020 season last week in Bologna, Petrucci admitted 'making up his mind' to finish runner-up in the standings was a "hot mistake" and ultimately led to his crisis in confidence. "Last August I made up my mind to finish second in the world championship," he said. "That was a mistake, because during the summer break I looked at the championship standings. "That was a hot mistake, I thought I was not doing well or enough without analysing the errors [I was making] instead. "I questioned myself without thinking about my riding; [I thought only] to go fast and that's it. "This I carried until the end of the year. "It is here that I know where to improve, that I have the strength to solve the problems, [to not] do as I did in 2019." Petrucci said he "lost patience too often", which led to numerous mistakes and allowed the pressure he was mounting on himself to build. He also thought he "squeezed myself to the maximum" in the early part of the year, and this perhaps meant he got "tired too soon". All factory contracts - including Petrucci's - expire this season, teeing up a frenetic rider market in the early stages of the year. But Petrucci said there is "more serenity" about his situation, as he has spent the last two years fighting for his place on the grid. "From this point of view [that his plans undecided], it is nothing new for me," he added. "So there is more serenity and confidence [in me], since I also know how to work in an official team. "I am ready to start again. I have rested a lot and trained with more method; I have another great opportunity. "There is no one season more important than another, but surely I will always give my best as I have always done." Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei January 27, 2020 at 03:52AM
Motorcycle News - 10 Mistakes When Building a Cafe Racer
https://ift.tt/36qTRmz The crew at Return of the Cafe Racers have collectively been writing, riding and mulling over cafe racers for decades. And while we’re not master builders we know a thing or two about putting together a kickass custom motorcycle. Recently we published a list of the 10 essential ingredients of a cafe racer. This article spoke about the best modifications to perform when you set out to build a cafe racer of your very own. Well, there’s a flip side to that story. For every great decision you make there’s an equally terrible one lurking in the back of your skull. So with bellies full of beer and hearts full of hubris, we’re bringing you a handy list of 10 mistakes to avoid when building a cafe racer. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb January 26, 2020 at 05:40PM
Motorcycle News - Custom Bikes Of The Week: 26 January, 2020
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Robert and Jordan had a very specific goal in mind—Jordan wanted to race the bike in the Malle Mille off-road event. So all the focus went into making it lighter, faster, and better equipped for dirt bike shenanigans.
The fenders are custom fiberglass numbers, and Jordan shaped the tank from aluminum himself, with techniques his pops taught him. This 1200 cc Sportster also features a Honda CRF carb, a unique engine breather setup and brutally short exhausts that pack quite a bark. According to Jordan (who used to race motocross), it’s one wild ride. [More]
This shining example comes from Tony at Sub Kulture Cycles in the UK, and it’s been made to look like a modified 1983 Mongoose Californian. But it’s not a Californian, and doesn’t even share a single part with the iconic BMX. It’s actually built around an 80s Mongoose replica frame, made by Kepspeed and equipped off-the-shelf with motor mounts.
Other parts include period-correct BMX handlebars, a Kashimax BMX seat and an original Mongoose bar pad. The decals are spot on too—so much so, that purists have scoffed at Tony for hacking up a collectable retro BMX. Mission accomplished! [More]
The brief was to build a Monster-based cafe that balanced aesthetics, performance and comfort—and Bolt delivered in spades. They started under the hood, rebuilding the Monster motor to extract a few more horses, and reworking the fueling. The engine was then cleaned up on the outside with a mix of black enamel and polished finishes, and a custom-built clutch basket.
The bodywork’s especially outstanding, and unique when compared to typical custom Monsters. The fuel tank’s an Imola-style fiber glass unit, and the tail piece is from JVB-Moto in Germany. Both have been finished in chrome paint. The overall effect is compact and purposeful. And that two-into-one exhaust that exits under the tail is just sublime. [More]
The bike was built in collaboration with Öhlins Korea, and is a hat tip to the legendary Honda VFR750R RC30 race bike. It’s naturally sporting Öhlins components at both ends; FGRT forks, and a TTX GP shock. It also gets a quick-shifter, a power commander and a quick throttle.
The livery’s a riff on the original RC30 colors, and it works well. Crazy Garage have managed to take a fairly modern sport bike, and make it look old without sacrificing performance. And just to make sure it actually performed on track, they pulled in one of Öhlins Korea’s managers, who’s also an ex-racer and former Korean champion, as test pilot. [More]
You’re looking at a Piaggio Ape, upgraded with the motor from a Triumph Street Triple. That’s a 675 cc motor pushing out over 100 horses, and guided by the world’s smallest and sketchiest front wheel. On snow, too (let that sink in). It’s being piloted by Francesco Guerrini, at the Livigno round of the Automobile Club d’Italia’s 2020 Ice Challenge. Kick back, hit ‘play,’ and smile. [Via] Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c January 26, 2020 at 11:24AM
Motorcycle News - Church of MO: 2000 Ducati ST4
https://ift.tt/2vqYcK1 The world has come to grips with saddlebags on Ducatis now, my friends, but that wasn’t always the case. First came the ST2 with the air-cooled motor and it was good. Then a few years later, the ST4 with the liquid-cooled 916 engine: 99.5 horsepower were more than enough then, though frankly we usually preferred the nearly equal torque of the ST2 a couple thousand rpm sooner. Twenty years later, we’re waiting not-so patiently for the 200-hp V-four Multistrada to get here. There is no peace, saith the Lord, unto the wicked. First Ride: Year 2000 Ducati ST4A Comfy 916?
By Motorcycle Online Staff Mar. 16, 2000
“Whatcha ridin’?” A guy riding a black ST4 wanted to know. The Rock Store parking lot on Saturday afternoons, particularly beneath the large shade tree at the west end of the lot, is replete with shiny Harleys and other assorted well- and over-chromed American customs. Hardcore sport bikers segregate themselves toward the sun-drenched east side. In between the “tweener” bikes reside — a Buell X1, a Bandit 1200, an old Triumph Bonneville, a few Japanese cruisers, Beemers and the above-mentioned gentleman’s Ducati ST4. My ride is parked out of place, in the shade among the Harleys, next to a Titan owned by one of those anonymous “B” level T.V. actors whose faces populate cheap, syndicated action and detective shows found on cable outlets such as the USA Network. “Um, I’m riding an ST4 too.” I squint, trying to locate the bike through the thick, chrome-laden glare. “The red one over there, next to the Titan.” “Oh yeah,” says the ST4 man. “You know, that chromed-out Titan is owned by that T.V. actor.” “What show was he on again?” “I don’t remember but I know I saw him once. I think it was on one of those Silk Stalkings-type shows that come late Friday nights. I think he was also on an episode of V.I.P. …” “Hey, which V.I.P. babe do you think is hottest?” The ST4 man ignored my query. He had other, more important things on his mind. The ST4 man has clearly has a bone to pick with motorcycle journalists, and he feels that the best venue, of course, in which to raise his complaints is over MO’s ST4. “You guys have not been fair with this bike,” he said with righteous indignation, laying his hands upon the fuel tank and suddenly resembling the faith healers and snake handlers of the Appalachians. I tell him that MO, has been more than fair. We have never written a review about the ST4 nor uttered a discouraging word. “Well, maybe not MO, but you guys have not been fair.” The motorcycle press does not speak with one voice, although at times it sounds like we do. We don’t remember reading any reputable magazine or web site disliking the ST4, although some reviews were lukewarm. Perhaps it’s because the ST4 is essentially a civilized and refined motorcycle made by a manufacturer that is not known for the civilized and refined. After all, who does Ducati think they are, Honda? Another reason may have to do with Moto-Journalist Syndrome (MJS). When you have the opportunity to ride most all of the latest and greatest motorcycles, everyday considerations like comfort and practicality sometimes are thrown aside in favor of all-out, uncompromising performance. After all, why drive Celicas and Mustangs when you have Porsches and Ferraris at your disposal. The ST4 is basically a “tweener” bike, a stock 916 superbike engine mounted in a sport-touring chassis. As a result, while the ST4 possesses performance attributes, it does represent a compromise of sorts, favoring comfort over ultra-high performance, and one symptom of MJS is a general aversion to compromise, real or perceived. Whatever the reason, the ST4 never received bad reviews. It is an excellent street bike with ample grunt and horsepower. The riding position is relaxed and the wind protection isn’t bad, although, oddly enough, we felt that the Kawasaki ZX-9R offered better wind protection. The ST4 also lacks the harsh 996 and 900SS suspension. The inverted 43mm front forks with 130mm of travel and adjustable mono shock with 148mm of travel do an excellent job of keeping the chassis tight while soaking up most expansion joints, bumps and nicks. While it’s not exactly set-up for track days, that’s not the ST4’s prime directive. The ST4 is designed to go from Point A to point B, maybe 50 miles apart via the super slab but almost 150 miles away over the long and winding roads. Afterwards chow down then find a place to stay for the night, hop aboard the next morning and do it again. The service manual might as well read: “Ride. Sleep. Repeat.” ‘The engine is smooth and strong and acceleration is excellent while not overpowering.’ The heart of the ST4 is the DOHC four-valve, 916cc engine that in a previous life existed as the platform for Ducati’s superbike effort. While Ducati has pumped up the 916 engine 80cc for superbike duty, 1999 saw the 996 powerplant produced for the consumer, and the stock 916 engine was assigned new responsibilities as a sport touring motor. The power figures are impressive: About 99.5 hp at 9000 rpm and 58.9 ft-lbs of torque at 8750 rpm are more than respectable, and we doubt that the BMW R1100S — the ST4’s primary competition, at least in terms of price — can come close to these figures. But then true performance is measured on the road, not on a dyno chart. The ST4 pulls from all over the rev range, and most all of the power it makes is put straight to the ground. The engine is smooth and strong and acceleration is excellent while not overpowering. Need that quick burst to make it into the passing lane? No problem, you’ll have all the power you need without having to worry about shaking the front end if you grab too much throttle. The ST4 is a very well-behaved Ducati. Just about everything else on the ST4 is the same as on the ST2. The suspension and chassis are identical while providing for a ride that is plush and comfortable. The ST4 handles like a Ducati: solid. This bike isn’t upset easily. The ST4 also has a slightly larger rear tire than the ST2, 180 Metzler MEZ4s compared to the 170 MEZ4s on the ST2. Other than different colors and a $2000.00 USD price difference, there isn’t much difference between the ST4 and the ST2. One staffer who rode both motorcycles, although not back-to-back, thought the brakes felt softer on the ST4. However, both motorcycles are equipped with the same 320mm floating rotors with Brembo, 4-piston calipers up front and a 245 mm disc out back, although the ST4 front rotors are also equipped with an aluminum flange. The only explanation we could surmise is that the more powerful ST4 engine requires more input into the progressive brakes in order to slow the bike down because of the ST4’s stronger acceleration. That said, another evaluator who rode both bikes, again not back-to-back, didn’t notice a difference. In fact, there might not be that much of a difference between the ST4 and the ST2 other than the engine. If money really isn’t that much of an object, then why not equip your sport tourer with a kick-ass engine? However, a 1998 ST2 we dynoed measured 57.3 ft-lbs at 6500 rpm and the 2000 ST4 produced 58.9 ft-lbs at 8750 rpm. The main difference is at the top-end where the ST4 made 99.5 peak horsepower compared to the ST2’s 76 ponies. So, is 20 more horsepower at the top-end enough to justify a $2000.00 price difference? Maybe, but since neither the ST4 nor the ST2 will see much time on a race track other than the occasional track school, it’s hard to say whether the $2000.00 price difference is worth it. Even so, buy what feels right and ride the hell out of it. We a bone of contention with the ST4 and it has to do with the new side stand. The good news is that Ducati has ditched the infamous spring-loaded side stand. The bad news is that the bike won’t idle in neutral with the side stand down. This makes things like warming up the bike while putting on helmet and gloves and closing the garage door somewhat of a hassle. True, we did get used to it but we still didn’t like it. In the next few months we plan to run the ST4 side by side against the BMW1100S, the Buell S3T and the Honda VFR. The major concern with the ST4 is maintenance. Is the ST4 reliable enough as an everyday motorcycle or a long distance sport tourer, or is it just a comfy 916? After 1600 miles our ST4’s idle needs adjustment and the clutch is beginning to stick. While these aren’t necessarily fatal design flaws, it will be interesting to see how the ST4 stacks up over the long haul against the competition. Stay tuned… The post Church of MO: 2000 Ducati ST4 appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO January 26, 2020 at 07:28AM
Motorcycle News - Silver Surfer: A Honda street tracker from Black Cycles
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It has dominated the Baja 1000 and 500 desert races, and just this year Ricky Brabec piloted a rally-spec CRF450 to Dakar victory. So one thing is certain: the CRF excels off-piste.
Noel’s initial plan for the CRF was pretty basic: “Renew all plastics and lower it… a lot!”
That’s when things got weird. Noel installed fresh plastics and a new LED headlight—but he also fitted clip-on bars, turning the CRF into some sort of bizarre ‘cafe cross.’
The suspension mods were already spot on, but that huge 21” front wheel had to go. So an 18” rim was laced to the front hub to match the stock 18” rear, with both now shod in 90% on-road, 10% off-road Avon Trailrider tires.
It’s a radical departure from the CRF’s sharp OEM panels, with a fluid transition from the front half of the frame into the seat. There’s a new subframe too, capped off with an integrated LED taillight.
There are neat little touches all over this Honda. With the radiator and its mounting points now exposed, Noel fabricated a pair of better-looking brackets. And he built a license plate and turn signal bracket to sit behind the back wheel.
The CRF450X also wears burly foot pegs from Pro Moto Billet in the US, a new sprocket cover and a plate to protect your heel from the chain.
All of the red bits act as accents. There’s the obvious stuff like the bars, risers and gas cap, but Black Cycles have taken the theme further. They’ve also installed red radiator hoses, painted the inside of the headlight bucket red, and added small anodized caps all over the place.
It’s for sale again, and we’re betting it’ll be a hit this time around. Black Cycles Facebook | Instagram | Images by Alexander Mena Motorcycles via Bike EXIF https://ift.tt/2Mf9b0c January 25, 2020 at 11:25AM
Motorcycle News - Same But Different – Thirteen & Co. CB750F
https://ift.tt/2NX9PyA Mark Twain once postulated, “There is no such thing as a new idea“. This can definitely be said of the goings-on in the world of custom motorcycles. Ideas are reused and repurposed time and time again. So where the real talent lies is in creating something that either appears unique or is better executed than what’s been done before. When it comes to CB750 cafe racers I can confidently say I’ve pretty much seen it all. The Honda’s popularity in the custom scene is unrivaled. Kyle Vara of Los Angeles-based workshop Thirteen & Company couldn’t agree with me more. So when a customer gave him the freedom he needed to massage a bit of individuality out of a Honda CB750F he wasn’t about to do anything by halves. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb January 25, 2020 at 12:51AM |
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