A sleek and sophisticated Thruxton from Massachusetts, a tiny BMW balance bike from the Netherlands, a rare Royal Enfield Interceptor up for auction, and a bizarre folding WW2 ‘parascooter’ from Excelsior—Britain’s first motorcycle company.

BMW K75 balance bike by Roel van Heur A while ago, Roel helped a friend to build a custom K75. Then Roel heard that his mate was expecting a baby—so he decided to build the kid a balance bike, inspired by his dad’s custom.

The Dutch designer started by sketching out the pint-sized two-wheeler in SolidWorks, then bought a pile of stainless steel tubing to build it up. The frame and forks were bent, cut, welded and hand-brushed at home. The fork ‘boots’ are 3D printed plastic items, but they’re just for show, since the forks are rigid.

There’s an alarming level of detail here. Roel had the triple trees laser cut out of stainless, with his own logo etched into the top yoke. Then he welded on the bars, and finished them off with bicycle handlebar tape. The headlight’s an old bolt-on part for classic cars, but it now runs with a small LED inside, and a battery hidden in the steering stem.

The faux fuel tank was 3D printed in two halves, and finished in the same green as the dad’s bike. Better yet, it’s easy to unscrew them, and bolt on a new set if you want to change colors.

As for the hoops, they’re standard 12” balance bike wheels, wrapped in Kenda tires, because the tread pattern reminded Roel of classic motorcycle tires. The seat’s another off-the-shelf balance bike part, albeit a high-end one.

The owner of this mini-Beemer is going to be one stoked little tyke—as soon as he’s big enough to ride it. Who else thinks Roel should put this into production?

Triumph Thruxton by Nova Motorcycles This 2013-model Triumph Thruxton rolled into Nova Motorcycles‘ Massachusetts workshop for a simple spruce up—but the crew had a bigger vision. They’d just seen a bunch of great-looking Triumph customs at a major bike show, but all retained the stock fuel tank. So Nova figured the best way to make their Thruxton really stand out would be to use all-new bodywork.

Nova designed a new tank and tail unit, which was then executed in Kevlar-reinforced fiberglass by nearby specialist Tannermatic. Tannermatic also built the carbon fiber front fender, while Counterbalance Cycles made the seat. The green paint code’s straight out of Aston Martin’s book, complete with a subtle yellow highlight.

But there’s more than just new bodywork at play here. Nova added bolt-on braces to the Triumph frame too, inspired by the work of Colin Seeley. And they engineered a stunning triple tree and ‘floating’ headlight mount, in collaboration with COFAB Engineering.

They also threw a full catalog of Motogadget parts at the build, including a speedo that sits behind a laser-cut acrylic screen in the top yoke.

Other upgrades include a two-into-one exhaust, an air box delete kit and smaller bits from British Customs, an Andreani Misano cartridge kit for the forks, and K-Tech shocks.

Nova also improved the brakes with Brembo parts, and routed the rear lines to inside the frame. Clip-ons, rear-sets, an adaptive LED headlight; the parts list is as mouth watering as the perfectly-proportioned silhouette.

1968 Royal Enfield Interceptor The current day RE Interceptor is a 648 cc parallel twin with fuel injection and disc brakes. But our friends at Silodrome have just given us a glimpse of its ancestor: a rare original 1968 Interceptor that’s about to go on the auction block at Mecum.

The Interceptor was first released in 1960 with a 692 cc parallel twin motor, and was Royal Enfield’s fastest production bike at the time. By 1962, capacity had been bumped up to 736 cc, with a bunch of internal upgrades including a dynamically balanced crankshaft.

This one here is a 1968 Series 1A Interceptor—a model that featured further updates, like a coil ignition, a chromed fuel tank, and a new seat, handlebars and fenders. It’s a looker too, thanks to a full cosmetic revamp done just three years ago, and a fresh mileage of just 19,473 miles. It also has a new clutch, brakes, tires and cable.

Designed to go head-to-head with brands like Triumph and Norton in the US desert racing market, the Interceptor reportedly didn’t sell in big numbers—making good condition examples particularly rare. If this one floats your boat, why not put in a bid? [Via]

The foldable Excelsior Welbike Motorworld by V. Sheyanov is a Russian collection of rare and fascination wartime machinery. They have a knack for finding and restoring the most obscure of motorcycles—like this foldable paratrooper bike.

The Welbike, which came out in 1942, was built by Excelsior—Britain’s first motorcycle company. It was powered by a single cylinder, two-stroke 98 cc engine, mounted horizontally in the frame. It had no gear box, no headlight and just a rear brake, with a top speed of 30 mph on flat terrain.

It was essentially developed as a ‘parascooter,’ to be dropped alongside paratroopers as a mode of transportation on the ground. The Welbike would be stored in a container, and could be assembled in 10 seconds by unfolding its handlebars and raising its seat.

The only problem was, it wasn’t particularly effective. Due to the massive weight difference between the Welbike and the average paratrooper, they would often land far apart from each other. And with tiny wheels and not much power, it was often abandoned in rougher terrain, where going on foot was actually quicker.

Post-war it wasn’t a hit either, since it wasn’t street legal. Most Welbikes ended up being exported to North America, and sold in department stores, before it was discontinued in 1954. The Welbike might not have been particularly successful, but it sure is cute, and has our heads filled with ideas for a modern electric version that could fit in a car’s trunk. [More]

After immigrating to the US with his family 12 years ago, Johann Keyser turned his passion into a career. The South African ex-pat has ridden motorcycles for the majority of his life, including a stint in professional foot up trials. As a sponsored rider for Italian Endurance bike manufacturer Fanatic Motors, Johann learned a thing or two about the benefits of adding lightness to a bike. He now applies this principle to his Moto Motivo builds along with an educated selection of performance upgrades. His latest build dubbed ‘Calabrone’ demonstrates this approach by transforming a hefty Ducati ST4S Sport Tourer into this lean, mean Italian cafe racer.

2020 Ducati Multistrada 1260 S Grand Tour

I’ve ridden touring bikes all across the American continent. From a transcontinental dash on a touring cruiser to multi-day jaunts on Gold Wings to a gravel road to the Arctic Ocean in Prudhoe Bay, AK, I’ve done my time and racked up the miles, but none of the touring motorcycles I’ve ridden appeal to me as much as the sport adventure touring class of motorcycles. They appeal to me and the type of riding that I like to do. With that said, the 2020 Ducati Multistrada 1260 S Grand Tour is a great example of the species. 

2018 Ducati Multistrada 1260 First Ride Review 

What you get with the Multistrada 1260 S Grand Tour is all of the features of the S model (most notably the semi-active Ducati Skyhook Suspension (DSS) Evo, which allows easy adjustment of suspension baseline parameters) and adds a list of trim and comfort features. First, the Grand Tour gets an exclusive colorway of Sandstone Grey with a 1260 graphic on the fairing combined with a red frame and red highlights on the cast aluminum five-spoke wheels. The GT’s touring chops are augmented by standard hard bags and a centerstand. The rider and passenger seats feature Grand Tour logos. Premium electronic features include heated grips, tire pressure monitoring system, and keyless starting and fuel tank access. Dual LED spotlights increase conspicuity and nighttime visibility. 

Other than all of the above listed items, the Grand Tour is all Multistrada 1260 S, and that’s a good thing. The Testastretta 1262cc DVT (Desmodromic Variable Timing) is an engine seemingly without weak points. First, the DVT massages the bottom end torque for more grunt down low, claiming 85% of the engine’s torque is available at 3,500 rpm – a fact that was confirmed by our trip to the MotoGP Werks dyno. With a peak of 89 lb-ft of torque hitting at 7,800 rpm, the 73 lb-ft we recorded makes for 83%. At higher rpm, the valve timing changes to benefit the increased volume of combustibles that need to be moved into and out of the twin cylinders. The 1260 engine hits its 143.5 hp peak at 9,800 rpm. That’s plenty to motivate a claimed 525-lb package.

Look at how flat and broad that torque curve is. While you can’t always run the engine out to its rev limit, you can have tons of fun in the mid-range.

The engine niceties don’t stop with the power output. The Grand Tour has a valve adjustment interval of 18,000 miles, which is a reasonable distance for a touring bike. The fueling is spot on with nary a hiccup during our test – and I tried to find some abruptness. Additionally, the Ducati Quick Shifter (DQS) handled every situation I tossed at it. From trolling around at low speeds to ripping off high-rpm shifts, I almost never used the clutch after getting the bike rolling.

As with all premium modern motorcycles, the Multistrada comes with a suite of electronic aids to help the rider keep the shiny side up. The IMU allows for fine-tuning of the Ducati Wheelie Control and Traction Control through eight levels plus off. Similarly, the Bosch IMU powers the Multistrada’s Cornering ABS and its Electronic Combined Braking System, which links the front and rear brakes in Urban and Touring ride modes and cedes most of its control to the rider in Sport mode. Designed to limit the rear wheel lift effect introduced by the high center-of-gravity and the long stroke of the suspension, the Electronic Combined Braking System can also be varied over a range of adjustments. 

The 17-inch cast wheels point to the Grand Tour’s street focus, but the Pirelli Scorpion Trail IIs will get you down a dirt road or two without drama.

Braking is handled by a pair of 330mm discs squeezed by Brembo M50 calipers. I’ve loved these calipers for so long that I feel guilty for wishing they were Stylemas even though I know they aren’t necessary. Such are the fickle desires of a motojournalist. The master cylinder is a Brembo radial unit with an adjustable lever. Combined, they deliver formidable braking power that is more than capable of stopping the 1260 S with the immediacy that is desired from a sporty adventure tourer.

Riding the Grand Tour highlights how well Ducati balanced the needs of long-distance touring riders and sport touring riders. The rider triangle is just about perfect for an all-day horizon chase. Yet, although the seat does tend to lock you into one position, you can lean into a more attack-focused attitude when the road starts to squirm on the map. The handlebar width plays a major role in the bike’s flickability and its willingness to charge into a series of corners with an ease that belies its 525-lb. claimed weight. The Multi feels much shorter than its 62.4-inch wheelbase would imply. In my street-focused ride time with the Grand Tour, the Pirelli Scorpion Trail II tires performed a great impression of sport touring tires, but since my travels typically don’t take me onto any fire roads, I’d swap them for some more dedicated sport touring rubber when these tires were done.

With 330mm discs and M50 calipers, the Multistrada stops like it means it.

The suspension, with its relation to the riding mode and therefore its ability to be adjusted on the fly, can play a vital role on traversing different kinds of pavement. I spent the bulk of my time in Sport and Touring modes since Urban mode limits the peak horsepower (and who wants that?). Basically, if I wasn’t attacking a winding road, I stuck to Touring. The throttle inputs are softened slightly, and the suspension is more supple for soaking up the broken pavement that you find in many urban centers these days. Interestingly, I also stuck with Touring on bumpy canyon roads. Yes, the softer settings allowed for more chassis pitch during braking and acceleration, but the softer settings do such a great job of soaking up the bumps, making for more pleasant work of those bumpy sections. When it’s over, a couple of clicks of my left thumb and a closing of the throttle has me back in Sport mode.

All the information you need right in front of you.

When the road straightens out and the rider wants to focus on racking up miles, the touring amenities come into play. As with all Multistradas, there is cruise control. The weather protection provided by the windshield is a good compromise between cooling and still air, but in its lowest position, turbulent air flows straight across the base of my helmet, raising the noise level. On cool days, the heated grips will be appreciated, and if you’re the forgetful type who frequently puts on their gloves before putting the key in the ignition, the wireless key fob is a godsend. You’ll still need to take the key out every time you want to open the saddlebags, though. 

Rider comfort, though very good overall, takes two big hits with the Grand Tour. First, the seat tends to lock the rider into one position. While the position is quite comfortable, being able to move around on the seat would allow for more leg stretching. If you’re the type of rider who likes to ride with the balls of your feet on the pegs, you might have some issues here. On the right side, as is common on far too many Ducatis, the rider’s heel hits the muffler’s heat shield. On the left, the tang for the centerstand hits the other heel. I commend Ducati for fitting the Grand Tour with a centerstand – and one that doesn’t touch down easily in a corner – having it crowd the rider’s foot is a bit of a bummer. Riders who place the arches of their feet on the pegs will not be bothered by these issues, but their toe sliders might protest a bit. 

You don’t have to go in a straight line to chase horizons.

Our time, though short, with the 2020 Ducati Multistrada 1260 S Grand Tour reminded us of how much fun the biggest Multistrada is for travel and plotting the shortest distance through a series of corners. The additional features that the Grand Tour package gives over the 1260 S is worth the premium, given how it augments the Multistrada’s touring capabilities. The 2020 Ducati Multistrada 1260 S Grand Tour is available now for an MSRP of $23,295.

In Gear Helmet: AGV Sportmodular Helmet $850 Jacket: Dainese Super Speed Textile Jacket $370 Pants: Dainese New Drake Air Textile Pants $260 Gloves: Dainese 4 Stroke EVO Gloves $220 Boots: Dainese Axial D1 Air Boots $530 2020 Ducati Multistrada 1260 S Grand Tour Specifications Engine Type Ducati Testastretta DVT with Desmodromic Variable Timing, L-Twin cylinder, 4 valves per cylinder, Dual Spark, liquid-cooled Displacement 1,262 cc Bore x Stroke 106 x 71.5 mm Compression Ratio 13.1:1 Transmission 6 gears Fuel System Bosch electronic fuel injection system, elliptical throttle bodies with Ride-by-Wire, equivalent diameter 56 mm Final Drive Chain Clutch Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run Ignition / Engine Management Bosch EMS with RBW Frame Tubular steel Trellis frame Front Suspension Sachs 48 mm fully adjustable usd forks. Electronic compression and rebound damping adjustment with Ducati Skyhook Suspension Evo (DSS) Rear Suspension Fully adjustable Sachs unit. Electronic compression and rebound damping adjustment. Electronic spring pre-load adjustment with Ducati Skyhook Suspension (DSS) Evo. Aluminum single-sided swingarm Front Brake 2 x 330 mm semi-floating discs, radially mounted Brembo monobloc Evo M50 4-piston callipers, 2-pad, radial pump with cornering ABS as standard equipment Rear Brake 265 mm disc, 2-piston floating calliper, with cornering ABS as standard equipment Front Wheel 5-spoke Y-shape cast light alloy 3.50″ x 17″ Rear Wheel 5-spoke Y-shaped cast light alloy 6.00″ x 17″ Front Tire Pirelli Scorpion Trail II 120/70 R17 Rear Tire Pirelli Scorpion Trail II 190/55 R17 Silencer Stainless steel muffler with catalytic converter and 2 lambda probes, aluminum tail pipes Rake / Trail 25° / 4.37 in. Wheelbase 62.4 in. Seat Height 32.5 – 33.3 in. Fuel Capacity 5.3 gallons Dry Weight 525 pounds (claimed) The post 2020 Ducati Multistrada 1260 S Grand Tour Review appeared first on Motorcycle.com.

Jacob Jablonski tells us the story so many of us already know by heart. This is Jablonski’s personal account of his relationship with his first motorcycle, a Buell 1125R:

I bought it in 2015 as my first road bike (because we all know that dirt bikes only count a little bit) after learning how to ride for a year on my dad’s GL1500. That first test ride was both scary and exhilarating. I’d never ridden something like that before. It was fast, uncomfortable, and felt like it wanted to wheelie if I even thought about hammering on the gas. I loved it so much that my test ride ended up being 100 miles and three hours long. After buying the bike, I put about 15,000 miles on it in the span of two years, about double what it had when bought.

I decided to do a track day the next year and bought the orange fairings during EBR’s excess parts sale right after they reopened in 2016. I did a couple that year, one at Blackhawk Farms Raceway and the other at Road America. I crashed both times but made it out ok with nothing more than a scuffed fairing the first time and a sprained wrist the second time and was able to finish both days.

This is my Buell 1125R on turn 5 in Blackhawk Farms Raceway. It was my first day in intermediate and I touched my knee down during subsequent laps on both turns 4 and 5.

The next year, 2017, was a year of highs and lows. I put the fairings on, swapped out the OE master cylinder for one from a Kawasaki ZX-14, reversed the shifting pattern using a GSX-R1000 shifter linkage, and re-did the shocks. It wasn’t 100 percent where I wanted since I couldn’t mount the belly pan (Danny Eslick’s bike from 2009 has a distinctive bump on his right fairing and belly pan that mine lacks for clearing the clutch), but it ran cooler and looked way better than having the pods. I did two more track days at the same places and I finally got my knee down on the second-to-last session on turn 5 at Road America. Six weeks later I felt confident enough to sign up for the intermediate group at Blackhawk and ended up not being the slowest person. That day was the last time I was able to enjoy it the way I wanted to.

Two weeks later I had an accident and suffered second-degree road rash on my arms, back, palms, and knees. I did have my helmet and boots on (wear your gear when riding). I fixed the bike but had destroyed the left fiberglass fairing. I rode it around with mismatched fairings for a couple of months with the intent of putting the old fairings back on over the winter. Then, when leaving work one night in November, the last time I was planning to ride it for the year, I heard a knocking sound. I took it home, parked it, and since then I’ve taken the bike apart to check on the engine but haven’t actually gone into it yet. Life happens. I restored my ’99 Honda Valkyrie – which I bought while the Buell still ran – met my wife, bought a 2007 Yamaha R1 track bike – which didn’t help my motivation to fix the Buell at all – and got married.

And so it sits in pieces waiting for me to finally get the time and motivation to get it back on the road. As much as I like the Valkyrie, it’s not the same. I used to think I wanted a big, powerful cruiser like a Rocket 3 or a Vmax, but I realized that I like great handling and power more than being able to cruise for a long time and do burnouts on command. I just want to buy the used engine that I found on eBay for super cheap and slap it in the bike, but I have more responsibilities and with what’s going on now I don’t know if I can get one in the near future.

The post Reader’s Rides: Jablonski’s Buell 1125R appeared first on Motorcycle.com.