Motorcycle News - Starrider: A CB750K with a street-legal nitrous kit
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‘Starrider’ comes from brothers Lion and Ben Ott of Munich-based Motoism, and it’s road-legal on even the TÜV-strangled roads of Germany. It’s a little bit retro, a little bit futuristic, and dotted with high-tech components and lashings of carbon fiber.
And these machines are easier to find (and usually cheaper) on the secondhand market.
A lot of the work went into the tank. “It’s probably the lightest CB750 tank in the world!” says Ben. “It’s entirely made from carbon fiber, and we developed a clean shape following the characteristic lines of the original tank.”
The engine has been completely refurbished, with all worn parts replaced, and then soda blasted and painted for a better-than-new finish. Motoism have installed a 4-into-1 stainless exhaust system with matching stainless steel silencer, which should bump output up a little from the 57 kW (77 hp) listed on the official German import specs.
The nitrous system is activated by a little switch under the fuel tank. It senses the last third of the throttle travel, and starts to add fuel from an additional pump under the tank and NOX directly into the intake sockets.
“For racing, that can be changed easily by changing the nozzles in the intake sockets.”
Setting the tone for the build is a most original headlight nacelle, made from—you guessed it—carbon fiber. The lamp itself is LED, and in the housing is a Motogadget digital tachometer and a warning light to reveal when the nitrous is kicking in.
We have a feeling that Soichiro Honda would approve. Motoism | Facebook | Instagram | Images by Leopold Fiala Motorcycles via Bike EXIF http://www.bikeexif.com June 27, 2019 at 12:11PM
MotoGP News - Zarco believes Pedrosa's KTM MotoGP input will end his "suffering"
https://ift.tt/2ZS9Reu KTM MotoGP rider Johann Zarco says the similarities between his feedback and that of test rider Dani Pedrosa have come as a boost after "six months of suffering" Motogp Motorcycle Racing News via MotoGP news - Autosport https://ift.tt/2uOa9Ei June 27, 2019 at 09:41AM
F1 News - Mercedes 'difficult to catch', says Ferrari's Leclerc
https://ift.tt/2Lq7Y4H Charles Leclerc has admitted Ferrari are unlikely to catch Mercedes and make a fight of the championship before the end of the season. Mercedes have won all eight races this season and Ferrari have so far failed in their attempts to close the performance gap between the two cars. "We will believe it until the end, of course," said Ferrari driver Leclerc. "We are all aware the gap is quite big. "It'll be difficult to catch up, but we won't give up until it's not possible." Ferrari's car is on average nearly 0.4 seconds a lap slower than the Mercedes in qualifying and the team have only had two clear-cut chances to win races this season. In Bahrain, Leclerc was on course for a dominant victory before his engine hit trouble in the closing laps and he dropped to third. In Canada, his team-mate Sebastian Vettel was leading Mercedes' Lewis Hamilton only to make a mistake, run off track and then receive a five-second penalty for dangerous driving against Hamilton when he rejoined. Apart from Azerbaijan, where Leclerc looked a strong favourite for pole before crashing in qualifying, Ferrari have lagged behind Mercedes at every race. Leclerc said he did not expect to be able to challenge Hamilton and his team-mate Valtteri Bottas this weekend in Austria, even though the track layout rewards engine power, the only area where Ferrari lead the field. Asked if Ferrari could take on Mercedes at the Red Bull Ring, Leclerc said: "Oof. I think at the moment it is quite difficult. They seem very, very quick. "They were extremely quick in Paul Ricard [last weekend]. We are focusing on ourselves trying to do the best job possible. But to be honest it is quite difficult to be at their level. "If they don't run into issues, it is troubling for us to challenge them." Ferrari took some new parts to the French Grand Prix last weekend in an attempt to close the gap to Mercedes but they had mixed results. A new front and rear wing and brake ducts were left on the car, but a new floor was taken off. Team boss Mattia Binotto said: "We are happy to be getting back on track so quickly, because it's the best way to put ourselves to the test again to try and understand the elements that did not go according to plan in France. "We have various test items to evaluate, mainly in order to give us a clearer picture as to why some of the updates we brought to Le Castellet did not work as expected." In other developments, teams are meeting with governing body the FIA and tyre supplier Pirelli on Friday morning to discuss a proposal led by Red Bull to revert to last year's tyre design. Thinner-gauge tyres were introduced for 2019 in an attempt to reduce their propensity for overheating, but Red Bull and others believe that this has favoured Mercedes, who in the past have been one of the teams that most struggled with keeping tyre temperatures under control. By contrast, many teams this season have struggled to get the new tyres up to the right temperature window for them to work properly. Seven of the 10 teams would need to agree for a change to come in mid-season - most likely after the summer break, which comes in August after the next four races in Austria, Britain, Germany and Hungary.
#F1 via BBC Sport - Formula 1 https://ift.tt/OHg7x6 June 27, 2019 at 09:30AM
Motorcycle News - Riding Gear – Dainese Tan-Tan Boots
https://ift.tt/2LmdghD Introducing the latest addition to our go-to riding gear, the Dainese Tan-Tan boots. Dainese has been making protective motorcycle riding gear since the 1960s. In recent years they’ve returned to their roots producing the Settantadue series of retro-styled gear. The latest release in the Dainese Settantadue Collection is the Dunes series. The Dunes series was inspired by gear worn by the original desert racers who took part in the legendary Paris to Dakar races and includes the new Tan-Tan boots. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb June 26, 2019 at 09:16PM
Motorcycle News - Best Motorcycle Tie-Downs
https://ift.tt/2KHvACj Not all motorcycle tie-downs are created equal. There are plenty of ways to strap down your motorcycle. The type of motorcycle you have, what kind of hauler you use, and your general preference can all play a part in getting the best tie-downs to safely secure your motorcycle for your situation. We took a look at the market and considered what we have in our truck beds to bring you a list of some of the best motorcycle tie-downs we could find. Ancra Integra Classic Tie-DownsThe Ancra Integra tie-downs feature the same basic design as the original Ancra tie-downs but with soft hook extension straps to help make sure you don’t mar your beloved scooter. The Integras are made of one-inch wide aircraft-quality nylon and offer 69 inches of usable length with 1,200 lbs of straight tension strength. Patented pressure plate cam-lock buckles are easy to use no matter how tight you’ve got them ratcheted down and have 1,800-lbs of cam-buckle strength. The S-hooks are vinyl coated. Sold in pairs, the Ancra Integra Classic tie-downs retail for $31.99. Shop for the Ancra Integra Classic Tie-Downs here Pro Taper Tie-DownsThe standout feature of the Pro Taper tie-downs are the spring loaded, swivel carabiner base hooks that prevent your straps from getting twisted as well as coming unhooked. This tie-down system is far from your traditional strap set up and has received rave reviews since being introduced. The 84-inch long straps are 1.5 inches wide and offer a straight tension strength of 1,200 lbs. Built-in soft ties are included on the rubber-coated S-hook ends and Velcro closures are included for securing excess strap. The cam-buckle on the Pro Tapers can be difficult to get open when the tie-downs are tightly cinched. Sold in pairs, the Pro Taper Tie-Downs retail for $34.99. Shop for the Pro Taper Tie-Downs here PowerTye 1.5-inch Fat Strap Ratchet Tie-DownsPowerTye makes all sorts of tie-downs right here in the good ol’ US of A. For variety, we chose the 1.5-inch Fat Strap Ratchet Tie-Downs to include in this list, though they also make the cam-buckle type. The 1.5-inch wide Fat Straps are 78 inches long and have an 800-pound straight tension strength. The vinyl-coated S-hooks have secure latching closures to ensure your hooks don’t come unhooked. Sold in pairs, the PowerTye Fat Strap Ratchet Tie-Downs retail for $46.95. Shop for the PowerTye Fat Strap Ratchet Tie-Downs here Trackside Heavy Duty Tie-DownsBest for securing cargo that requires greater tensioning and holding force. The Trackside ratcheting tie-downs feature wide grip ratchets for easier operation and heat-treated and vinyl coated steel hooks for strength and durability. The hooks also include secure latching closures to ensure they stay put. These tie-downs are 72 inches long and one inch wide with 1,200 lbs of straight tension strength. Sold in pairs, the Trackside Heavy Duty Tie-Downs retail for $29.99. Shop for the Trackside Heavy Duty Tie-Downs here We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works. The post Best Motorcycle Tie-Downs appeared first on Motorcycle.com. Motorcycles via Motorcycle.com https://ift.tt/2Std7JO June 26, 2019 at 05:20PM
Motorcycle News - 2019 Genuine G400C Review
https://ift.tt/31SmxnA One of my favorite leisure activities is to type an old-timey year, like 1980, into the Craigslist “Motorcycles for Sale” search box and see what pops up. Mostly, it’s either a lot of overpriced junk, overpriced “expert restorations,” or overpriced incomplete projects which are likely incomplete for very good reasons. A reliable, running bike at a reasonable price? Needle, meet haystack. So, what’s a cat with some cash and a hankering for a classic moto to do? He or she can buy a retro-style modern bike if Craigslist isn’t working out. Triumph’s Bonneville lineup, for instance, is a great choice and a great platform for customizing or just riding around. Or maybe the Ducati Scrambler? But what these bikes have in common is they’re big: big pricetags, big engines, and a lot of weight. All three of these bigs are intimidating to entry-level riders. That’s why the Genuine Scooter Company, when it was time to bring a motorcycle into its lineup, decided to import its own version of entry-level retro-bike perfection. Designed by Honda, built by the Chinese and sold by a scooter company, the Genuine G400C combines retro styling, Japanese engineering, and Chinese value pricing. Does it deliver on all three things while still being fun to ride? Short answer: f–k yeah it does! Long answer? Read on. First, some background. Back in the early noughts, Honda cranked out a cute lil’ retro-thumper called the CB400SS, working with a fledgling Chinese motorcycle company named Shineray to develop parts. When Honda stopped selling the 400 not long after, Shineray smelled an opportunity to sell its own version, upgraded with fuel injection and some other changes. It was around this time that the folks at Genuine scooters realized they should look into a product to sell to their customers looking to move “up” to a motorcycle, but then everything “went to hell,” according to Genuine’s Trey Duren, with the U.S. market shrinking to half its 2009 peak. But when things improved, Genuine was sitting pretty, one of the best-selling brands in the US with plenty of customers looking for something beyond the 50cc-170cc scoots Genuine stocked its many dealers with. So, they got on the phone to Shineray, and the short version is that after four years, 31 major changes, and much bureaucratic wrangling with various regulatory agencies later, the G400C arrived in dealer showrooms last winter. Here’s what you get for an MSRP of $4,599. Gaze upon the motor. Seem familiar? It should; it’s similar to the XR400R and other motorcycles based on that engine. That means it’s a 397cc air-cooled Single with a four-valve head, which is why it has swanky-looking dual stainless-steel exhaust headers: no, it’s not a Twin, you can tell your know-it-all riding buddies. Fuel injection is by Delphi, the same supplier for GM, Toyota, and Harley-Davidson, among others. The four-valve, five-speed mill is built for durability and long life, not racing; Genuine says the motor is EPA-rated at 26 horses and 22 lb-ft of torque. Doesn’t sound like much, but someone familiar with the XR400 and other powerplants from that family will tell you it has a lot of potential. It sits in a traditional chassis, a good thing for new riders. The semi-double-cradle tube-steel chassis puts 56 inches between the contact patches, with real spoke wheels and bias-ply, tube-equipped Kenda tires, 19 inches in front, and an 18-incher behind. The 31mm fork is non-adjustable; chrome dual shocks, adjustable for preload, locate the rear wheel. Braking is by 280mm disc and two-piston caliper in front, a good ol’ fashioned drum behind. No ABS for you. All in, we’re looking at a 353-pound package with the 3.4-gallon tank filled. Seat height is a mild and manageable 31 inches, and there’s a tachometer, speedo and the usual idiot lights, along with a twirly-knob-equipped tripmeter that you can set to “999” if you want to be reminded of the girls I met at Oktoberfest, or “888” if you want lots of luck. Riding the G400C is just what you’d expect if you’re familiar with this kind of small, lightweight street-oriented Single. And the key word here is “familiar.” The Genuine has a very endearing way of feeling immediately familiar to anyone who gets on it, regardless of experience level. It’s light and small enough to feel like your MSF or CMSP training bike if you’re a new rider, but sturdy and responsive to feel like an actual vintage bike a veteran (my polite way of saying old A-F) rider may remember. As you’d expect, the seat is narrow and low to the ground, making it easy to get your feet flat on the ground, even if you’re pretty short; those shorter than 5-foot-3 may disagree. It’s also light and easy to handle at low speeds. I wouldn’t hesitate to recommend it as a training or first bike, because even though 400cc sounds like a lot to a new rider, this bike’s low power and predictable delivery make it easy to handle and hard to lose control of. Starting it isn’t as easy as it should be. My demo unit required a little more cranking from the electric starter (suck it, Yamaha SR400!) than I thought it should, even when warm, and the kickstarter is a good thing to have as a backup. Still, it isn’t as easy as Fonzie made it look on TV. But that’s okay: the bike quickly settles into a quiet chatter, and the engine is responsive at low rpm, even when cold. I couldn’t find any fault with the Delphi fuel injection. This is a nice-running motor. It’s responsive and smooth but not fast. Engine vibes are noticeable, especially as you get towards redline: There’s no doubt you’re on a hard-working little thumper. The gearbox is old-timey, with a long gearshift throw and pronounced mechanical feel, but it’s also Honda smooth and easy to shift. Finding neutral should be easy enough for new riders coming from scooters. The clutch pull is so light it feels like it’s missing a spring or two, but the lever is kind of big and lacks adjustment, an issue for riders with smaller paws. My main quibble with this motor is power, or lack of it. Put this guy on a dyno, and it’ll likely read around 22, corrected, at the rear wheel. Top speed, indicated, on flat and level ground is right around 80 mph. Add in a slight uphill slope with a headwind and it’s not quite 70 indicated. Carry a passenger? Not if you’re in a hurry. However, I’d bet a free-flowing exhaust and FI tuning would work wonders, and if my last experience race-tuning a similar motor wasn’t so disastrous, I’d be confident about building a 40 or even 50-horsepower screamer for not too much money or effort. I also want to point out that 22hp spanks that other Honda-derived paragon of beginner bikes, the Rebel 250, or the Suzuki TU250. Cruising on high-speed American interstates isn’t what this bike was built or designed to do, but you can do it. Just don’t be in a hurry and don’t carry too much stuff. Wind blast isn’t too severe, thanks to the medium-height bars, and comfort is good, with a sane rider triangle and wide, long seat (which starts getting hard after a few hours). The bias-ply tires tend to “hunt” on rain grooves, which depending on your experience level, can be charmingly nostalgic or nauseatingly unsettling. Like most bikes of this ilk, it’s born for winding, peaceful two-lane roads. Keep the speeds below 65 and you’ll never feel like it’s too slow, and the light, easy handling, and torquey, responsive little thumper between your knees make you feel like Laurence of freakin’ Arabia. I love this bike on the bumpy, twisty, bicycle-plagued roads of West Marin in Northern California; they’re narrow and bucolic enough that you can imagine yourself in the Dorset countryside, exhaust cheerfully blatting away. The light, but controlled steering, predictable tires, and mild (yet sufficient) power delivery let you just pounce from turn to turn, smoothly brake, and pop-pop-pop down the straight. Ground clearance is better than you’ll likely need. The suspension is soft but surprisingly controlled (no wallowing, at least for this 155-ish pound rider), and the brakes do the job, though they’re not great. Push it hard, try to keep up with motos designed after 1990, and it will get out of shape; but you’re probably not that kind of rider. Are you starting to get the idea that this review is all about “it does the job, but it’s not great?” Well, you’re right. I can’t call this motorcycle “great.” I can call it very good and a great first effort from Genuine, but this market segment has a lot of choices. Sure, the G400C rings in at $1200 less than the Yamaha SR400, $300 less than Royal Enfield’s more-authentic and not-much-slower Bullet 500, but it’s more money than Suzuki’s GW250 and doesn’t offer that much more performance. Spend an extra $200 and you can wrap your gloves around a Kawasaki Z400 ABS… with double the horsepower and much better handling, brakes, and suspension. But the targeted G400C buyer would no sooner consider a sportbike than he or she would consider a used Mazda Miata. That’s because a lot of entry – and re-entry – riders want that look, a classic-styled motorcycle they can customize and make their own. And that’s where simple, tube-frame, minimal-bodywork bikes like the G400C (and the SR400) crush the competition. The tank is steel, as are side panels and fenders. Spoked wheels, simple electrical system, unpolished, unpainted engine covers, easy-to-unbolt starter motor… it has the basic ingredients for a customization project, aided by a cottage aftermarket industry that’s sprung up around customizing Asian motorcycles over the last few years, not to mention Genuine’s busy lil’ accessory department, which offers clubman bars, performance shocks and other goodies. Pull up a full-size image of the G400C and give it a good eye-humping. What would you do with it? Café racer? Scrambler? Brat? Dirt-tracker? WWII courier bike? My dream has always been to have a small vintage-styled thumper that makes about 40 horsepower and weighs around 300 pounds, a bike that’s light and minimal and a blast to ride. At $4599, that’s a pretty low barrier to fulfilling a lifelong dream.
Motorcycles via Motorcycle.com https://ift.tt/2Std7JO June 26, 2019 at 03:49PM
Motorcycle News - Hello Engine shows how to build a Triumph Desert Sled
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Period-correct old timers are becoming rarer by the day. So we need guys like Hayden Roberts: craftsmen who live and breathe classic motorcycles. He’s a British transplant living in Santa Paula, California, where he repairs and restores old British iron under the Hello Engine banner.
Hayden gives us the skinny: “I’d been collecting parts over the years and wanted to build the desert bike I’d always hoped to find stashed in a shed someplace. The idea was that every piece had to be original, no reproductions, and was there to serve a purpose: a race ready desert bike, no filler.”
Hayden’s Triumph is a ‘bitsa’ like no other: a textbook example of how to build a desert sled. The frame’s a 1964 TR6 unit—but it’s not stock. Hayden braced it at the steering head, strengthened it, and raked it out an additional three degrees for stability. The seat loop was bent up too, and the rear section de-tabbed.
“The front forks are heavily modified,” Hayden tells us, “as the original equipment was basically a pogo stick.” This setup uses 1950s Triumph fork sliders with modded internals. Hayden added a shuttle valve, lengthened the dampening rods, added new bushings, and replaced the springs with heavy-duty progressive items.
For wheels, Hayden started with a late 50s to early 60s BSA Goldstar front, chosen because those were lighter than the Triumph offerings from that era. The rear is a mid-60s Triumph wheel, paired with a Webco overlay sprocket. The front tire is an impossibly rare 19×4” Avon Trials Supreme, and the rear is an 18” Avon Gripster from the same era.
The back half of the timing cover was slashed off, and the rear of a pre-unit 1950s motor welded in. “This enables you to run a Lucas competition magneto instead of the stock alternator set up,” Hayden explains.
To get the conversion to work, he had to add the magneto gear into the interlocking gear sequence in the timing case. Apparently, there’s no room for error: “Too far apart and the teeth on the gears won’t mesh; too close and they won’t turn.”
Hayden had a set of N.O.S. Webco valves and springs, so he added those too, along with a set of forged 10:1 pistons. “The motor turned out really rev happy and is a ton of fun all through the range,” he says.
“These use a metal gauze and a replaceable piece of filter material. It replaces the stock left side cover and battery tray and tucks in out of the way. For me it’s the best looking of the air filters, like it belongs there.”
Then there’s the impressive finishing kit. The seat is an original Bates race seat, hard-mounted to the frame for extra strength. Since it’s not hinged any more, Hayden had to modify the oil tank with a side filler.
Hayden’s dubbed his sled the ‘Desert Fox,’ a nickname given to racers like Bud Ekins and Larry Berquist back in the day. It’s portrayed by a hand-painted fox graphic on the fuel tank—a riff on the old leaping tiger logo of the 50s.
The patina and shed-built vibe conceal just how technically awesome this Triumph is. Back in the day, it would have been cutting edge. But right now, it’s a lovingly constructed reminder of the golden era of desert racing. Long live the Desert Fox! Hello Engine | Facebook | Instagram | Images by Jesse Carmody Motorcycles via Bike EXIF http://www.bikeexif.com June 26, 2019 at 12:35PM
MotoGP News - Silverstone focused on MotoGP future amid F1 British GP uncertainty
https://ift.tt/2FxJYZS Silverstone is focused on securing its place as the long-term home of MotoGP in the United Kingdom amid the uncertainty of the future of Formula 1's British Grand Prix Motogp Motorcycle Racing News via MotoGP news - Autosport http://bit.ly/2uOa9Ei June 26, 2019 at 04:30AM
Motorcycle News - RRETRO. Honda CBR600RR
https://ift.tt/2Rx6FC4 Written by Martin Hodgson If you’re old enough to remember, then it’s impossible to forget the 1980s GP bikes ridden by the likes of Wayne Gardner and Fast Freddie Spencer. But building one today is nearly impossible, try finding a 500cc two-stroke for a decent price and you’ll be left scratching your head. But Australia’s James Campbell has come up with the next best thing. Utilising all the performance of a modern SuperSport machine, a 2006 Honda CBR600RR, and transforming the look to give it that proper nostalgia feel. James was always going to be a motorcycle freak, he got his first ride at just 5 years old and as he tells us it runs in his blood, “My father is an engineer and my grandfather an inventor, I grew up in a very fun environment. Building things in the garage and working on stuff with my Dad, this probably laid a foundation for my future career in aircraft maintenance. For 15 years I have repaired and modified aircraft and along the way I have picked up many skills which I now use to build custom motorcycles in my garage.” But there is no room for creativity in the aircraft game, you’re given a repair scheme and you do exactly as it says. So that’s where the bikes come in and James knew what he was after, “I wanted to build something that wouldn’t have looked out of place on the track back in the day, but may be taken a spill and been put away in the garage for the past 30 years.” As a donor bike the CBR600RR makes all the sense in the world, quick, reliable and relatively cheap to buy. Plus it met the other criteria of having a removable subframe and a tank shroud so a new fuel cell wouldn’t have to be made. So to start his modification transformation James set about crafting a new subframe to suit what he had to come. Over the top he’s assembled a tail unit made up of no less than 10 handmade parts to complete the final piece. Crafted from a mix of fibreglass and carbon fibre; it’s no easy task with moulds having to be made that fit the modern machine mountings while giving the ’80s look, before painstakingly reproducing each part and assembling them as one. Not content to just do the rear end, the next challenge was to create a tank shroud. To make things a little easier he started with a fibreglass race unit and then customised it to fit his own unique specifications. “I added the hump at the back and had to fill a massive cut out on the front of the shroud where the race team previously had easy access to the ECU.” While underneath the engine the belly pan ensures the look isn’t top heavy and provides the right balance. The all-important paint job started with James making a rough design on paper, a ‘scribble’ he calls it. Before this was handed off to Sam Muldoon of Colourfuel to bring it all to life. And boy did he nail it, from the period correct colour palette to the flawless graphics; the only thing that’s missing is the smell of two-stroke in the air. The looks completed thanks to a yellow lensed headlight that’s mounted tight up against the suspension. Those front forks are part of what makes the CBR such a good buy in the first place, being 41mm fully adjustable inverted items with easily replaceable cartridges. With the rear adjustable shock controlling the RC211V HRC race bike replica swingarm. While the wheels are wrapped up in Pirelli rubber and 310mm discs clamped by 4 pot calipers has the handling and stopping power far surpassing the ’80s look. Spitting flames is the Yoshi muffler that James cut down to suit, that is joined with the factory headers thanks to an awesome link pipe fab’d up by James Sinclair of SpreadCheeseFab. The wiring has been redone and tiny indicators are bolted on to make things road legal, while the stock instrument cluster is re-mounted for a cleaner look. With cheap decade old sports bikes now flooding the market Campbell shows the way to utilising their brilliant performance while riding in the style of your childhood dreams. [ Photography by Phoenix Naman | Instagram ] Motorcycles via Pipeburn.com https://ift.tt/2LY9tnG June 26, 2019 at 03:36AM
Motorcycle News - Up For Adventure – Wrench Kings Himalayan
https://ift.tt/2xbHmw6 There’s very little that that dual-sport bikes share in common with cafe racers. When it comes to customisation though every builder shares a common goal of creating a better performing, better-looking bike. Take for instance this new build by Netherlands based workshop the Wrench Kings. Based on a Royal Enfield Himalayan this custom urban adventurer was developed in collaboration with Gannet design. Motorcycles via Return of the Cafe Racers https://ift.tt/2M9riRb June 26, 2019 at 01:05AM |
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