In the early glow of a summer morning in mid June, 12 people met at a filling station in Berlin. After filling our tanks and our bellies, we set out towards Kassel, final destination: the 12th edition of Wheels & Waves in Biarritz, France. The crew astride their iron steeds, including three Ducati’s, BMW’s, Triumphs, Honda’s, Royal Enfield, Moto Guzzi, and two sponsored Moto Morini’s (read our first ride review of the Seiemmezzo SCR).

Photo: Cäthe Pfläging

The unifying factor for this random collection of bikes: Craftwerk Berlin. Craftwerk is a community garage where members can store their motorcycles, do regular (supervised) maintenance, build their custom bikes, and enjoy a range of motorcycle related events, including ride-outs, workshops, and motoGP and documentary screenings. It includes an event space that can be rented and doubles as a museum, as well as a cafe that is also open to the public. If you find yourself in Berlin, this place comes highly recommended. One of the founders and one member put their heads together and planned this trip to Biarritz and dubbed it “Transpirenaica”. Why? Because we would make tracks across the southern, Spanish Pyrenees from the Mediterranean coast to the Atlantic coast and back along the northern, French side. 

Photo: Janna Strauss

The first leg, Berlin-Kassel, was uneventful, except for a rogue exhaust baffle that was McGyvered back into the exhaust with a paperclip. The route took us via the Bauhaus Museum in Dessau for a cultural coffee stop and through the Harz Mountains National Park to balance out the Autobahn kilometers. In Kassel, Rudi and his bus were waiting for us. A strategically timed bus to expedite the transport of the 12 and their motorcycles to Perpignan. Two more people arrived by train, they would be driving the support vehicle. While loading the motorcycles, the group enjoyed a lavish filling station dinner on the pavement, before the 14 embarked on the bus and tried to get some shuteye. 18h later, we disembarked in the south of France and gave our bikes and luggage a once-over. One of the oldies required its tappet clearances proofed and head studs retorqued, making it the second “repair” within 500km. Here, another Triumph plus rider from Vienna joined us.

Photo: Patricia Sevilla Ciordia http://pscfoto.net

From Perpignan we set out via the country roads into the hills to have lunch at le Donjon de Pyrepertuse in Duilhac-sous-Peyrepertuse. After refueling the humans, the curvy roads of the Pyrenees took us through de Gorges de Galamus, with its steep cliffs cut by the rivers deep down below and a road hacked into the canyon walls with dramatic overhangs, riding this narrow road send the heart racing while dropping your jaw in awe. The contrast when going over Col d’Ares, across the border into Spain, was stark. Whereas the canyon is enclosed and narrow, the views from the mountains are wide and far. We overnighted at the campsite Vall de Camprodon. Here, we were united with an additional 3 riders who made their own way south with the support van, loaded with a Yamaha, Rieju, and a BMW. Having a support van would soon prove to be the smartest decision of the entire trip. Earlier, we got separated from the Guzzi that had ignition issues, but made its way to the campsite with a hand drawn paper map. It sure helps when you speak Spanish fluently. 

Photo: Cäthe Pfläging

The next morning we left for Montardit de Baix, via Castellar de n’Hug and Cadí-Moixeró Natural Park. We had divided the group into two smaller groups based on riding skills, which eased the riding, yet complicated the logistics. Windy roads, up and down mountains were a welcome change from the straight roads we usually ride around Berlin.

Photo: Cäthe Pfläging

Next morning, after a breakfast of toasted sandwiches, croissants, coffees, and orange juice, we set out for some more mountain passes. Unfortunately, the Moto Guzzi stayed behind, again. Though this time something had gone missing… the ignition key. Searching every pocket, trousers and jacket, twice, and after unloading and repacking the van, twice, and searching through all the camping gear, the decision was made to load the Guzzi into the van and catch up with the rest of the group. Meanwhile, atop a mountain, one of the other riders was rather surprised to find an unfamiliar key in a jacket pocket… Black leather jacket surely do look alike when the sun has gone down.

Photo: Patricia Sevilla Ciordia http://pscfoto.net

The third night we stayed in Boltaña. We caught a little bit of rain that day, and we moped about Spanish summer weather. Little did we know what tomorrow would have in store for us. 

After a peaceful sleep, the skies had cleared up a bit, and we happily got on our bikes for more windy roads. We tracked through beautiful gorges and over mountain passes with stunning views. The weather, however, was not on our side that day. We barely saw the sun, and the clouds grew a deeper grey. The groups got further split up, and I was in a group of four tracking north through the valleys towards camping Asolaze in Isaba. As the rain got more intense, we missed a turnoff and rode all the way to the end of the valley in what had become a torrential downpour. On the side of the pavement, small rivers of murky yellowish brown water had started to flow. More than once we saw the front wheel dip into a puddle up to the axle. At the end of the road we spotted an inn, we made it!
Except, the inn was not Asolaze, it was the Linza Inn, one valley east of where we needed to be, separated by a 1500m tall mountain. So we had to track back half an hour, ride over the mountain pass, and north again in the next valley. The 20km that normally takes less than half an hour, now took 45 min. The rain persisted and the insoles of my boots were drenched, water had gotten in everywhere. Rain gear is only water proof until it is not. Luckily we all made it to Asolaze without any incidents or accidents, and warm tapas awaited us. Another sponsored bike, a BMW R18 ridden by the mind behind North of Berlin motorcycle gear, joined us here. 

Photo: Patricia Sevilla Ciordia http://pscfoto.net

No rides were planned for the next day, so everybody was free to decide whether they would ride somewhere, or relax and dry their clothes. A few made tracks into the mountains to the Canfranc hotel in the Aragon valley. The former train station, built in 1928 on the border of France and Spain, stood abandoned from 1970 until in early 2023, when it welcomed its first guests as a hotel. A great stop for photos or a coffee.
Half of the group tracked back to the gorge south of Ansó to shoot photo and video for the various motorcycle, gear, and helmet sponsors. Shooting video while riding the two Moto Morini and the two BMWs was fun! Contrary to the day before, it was a right scorcher! Over 30 degrees Celsius is comfortable at the beach or manageable while riding, but standing in the bright sun in a full North of Berlin suit or Rusty Stitches denim and leather gear is another story.

Photo: Patricia Sevilla Ciordia http://pscfoto.net

Photo: Patricia Sevilla Ciordia http://pscfoto.net

Photo: Patricia Sevilla Ciordia http://pscfoto.net

At the end of the day, everybody rode to the top of the pass for a sunset and picnic dinner. The road conditions were excellent, the curves exciting, yet fog obscured the view and dinner was postponed. The last rider joined the group here, atop a stunning Ducati 999S, now totalling 18 people.

Photo: Cäthe Pfläging

Photo: Casper van der Ven

The next morning we set out for our destination: Biarritz! Due to the recurring ignition difficulties with the Guzzi, and a worn rear tyre on a Ducati, a small subgroup set out to San Sebastián to find a motorcycle shop. While the shop changed the tyre, the boys got their tools out and had a go at adjusting the Guzzi’s points and timing. They were rewarded with a sunset on the beach, a couple of beers, and the local specialty plates of food to share, pintxos, or Basque tapas. Think deep fried potatoes (Krokettas), battered meatballs (Bolas de Carne), and omelets (pintxos de tortilla). Ádamo is famous for theirs. Since it was the night before the summer solstice, or San Juan Eguna, local artists performed on a stage on the Padre Claret square next to Zurriola beach and the entire town danced the traditional folk dances into the night around a huge fire. The atmosphere was simultaneously ecstatic and relaxed, without having that all too familiar tacky tourist vibe. The Guzzi remained in San Sebastián. This time not due to technical difficulties, but because the rider gifted this motorcycle to his father, who resides here and has been considering getting back in the saddle. What a wonderful gesture!

Our base in Biarritz was at Camping Erreka, a central point to enjoy the festivities around Wheels & Waves. We went to the flat track races in San Sebastián, the concerts and vendor show at the Cité de l’Océan in Biarritz, and spent a day on the beach to rest our bodies after a week of riding all day, every day. Unfortunately, the swell was taking a rest too, and surfing was out of the question. We made up for it by cutting ourselves a large slice of Gâteau Basque, a buttery, crumby textured, tender cake, the local specialty. 

Photo: Patricia Sevilla Ciordia http://pscfoto.net

Photo: Patricia Sevilla Ciordia http://pscfoto.net

Photo: Patricia Sevilla Ciordia http://pscfoto.net

Photo: Janna Strauss

Photo: Cäthe Pfläging

After two nights at the festival, enjoying the concerts, the motorcycles on display, the shows, the vendor stalls, and meeting like minded people, we set out back towards Berlin. Via various mountain passes, including Col de Cloze and Col du Tourmalet, we made our way to Camping d’Esplantats in Sarrancolin. Riding in this part of France provides routes to everyone’s liking. What a wonderful part of the world! The local bakery provided us with croissants, coffee, and even flan, the caramel pudding, before setting out the next morning. Parts of the group had split off to make their own tracks back, due to different schedules and obligations. 

Photo: Cäthe Pfläging

After a long day in the saddle, over hills and through beautiful forests, we arrived at Camping Domain LaCanal, run by a Dutch couple. Though they weren’t quite open for the season, they put us up for the night and even cooked up an enormous breakfast the next morning. A lovely campsite on a hillside, with a fantastic view down the valley. Unfortunately, I had to retire the R80 and send it home with the van due to a blown seal and insufficient time to obtain parts, repair it, and make it to Italy in time for a wedding. Similarly, the Ducati 999 had to retire as well. It had tried spreading its wings the previous day, when someone took it for a top speed test on the local highway. It overtook me with a roar unique to a desmodromic twin with an open exhaust system. Shortly after I spotted a bright red panel on the asphalt, as well as two black tyre tracks, waving and crossing each other from the left lane, into the middle lane, across the right lane, and I feared to see motorcycle and rider separated on the side of the road. Due to skill and a huge dose of luck, both rider and bike were standing upright at the next exit, though the Ducati looked a little naked. The Italian Stallion had actually succeeded in shedding its wings. The wind had caught underneath the fairing and ripped both left and right panels off, almost throwing the rider off in the process. Shaken and flabbergasted, we all took a minute to count our blessings.

Photo: Casper van der Ven

The blown seal ended the trip a little early for yours truly, but thanks to the French and Italian public transport system, I actually made it to the wedding in Italy three days later. The rest of the crew tracked back to Berlin via the French and Swiss Alps. Keen to see more? Check out this video on Nils Homann’s channel (photo & video credit: Cäthe Pfläging, Patricia Strauss, Felix Schmidt)

Photo: Cäthe Pfläging
Photo: Cäthe Pfläging

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The post Enduroboxer, a BMW airhead transformed from a police motorcycle into an winning enduro racer! appeared first on BikeBrewers.com.

The post The Mastodont – BMW R1100GS by Moto Adonis appeared first on BikeBrewers.com.

Luckily for us, the standard is pretty high when it comes to their custom built motorcycles, and the BMW you see here today is no exception. Built on behalf of Bartek Prokopowicz, a Polish movie director and lifelong petrolhead, Grzegorz Korczak decided to do something different this time. What started out as a standard BMW R80 police style motorcycle, has been transformed into a cafe racer styled tracker. What makes this 1978 BMW even more special is the treatment all surface areas were given to get a very distinct look. Take a closer look and you’ll see what we mean. Some parts look a bit rusty, and maybe even a bit rough and dirty. Make no mistake, this was done on purpose, through a series of rigorous processes, to achieve this unique, patina look. As if this BMW was built a long time ago. Very cheeky!

It’s clear that this BMW R80 is meant to look a bit rough and used, but that’s just one part of the story. Underneath the surface, everything was redesigned. Let’s start with the most notable changes, like the rear subframe. Or rather, the lack thereof. We see that on top of the minimalistic subframe a beautifully stitches single seat is resting. It almost looks as if it is floating. Some of the worlds’ smallest LED brake and indicator lights can be found underneath the seat.

To keep a clean look, the battery had to be relocated somewhere less obvious; underneath the bike. A custom battery bracket was fabricated to allow for the relocation. This gives the BMW a clean look. The engine and air intake has been kept stock for a change, and we love that! Everything was done to ensure the 800cc boxer is up to snuff, thanks to a thorough inspection and service. At the front the suspension was upgraded to YSS springs and received a pair of fork gaiters. A set of YSS fully adjustable twin shocks take care of business at the rear.

But there is more! Although the rest of the front looks stock, most isn’t. First there is the Motogadget speedo, that looks a lot smaller than the factory cockpit. A black aluminium handlebar replaced the stock steel unit. The handlebar grips have been wrapped with leather, and at the end of them, a pair of Motogadget bar-end indicators have been mounted. A classic oversize black round headlight adds to the distinguished look. The custom short fenders, the blacked out exhaust headers, and the twin brushed end cans all add to the classiness of this R80. No wonder it took almost a year to complete this project!

In the end, UNIKAT managed to create yet another timeless looking custom motorcycle. It’s hard to imagine that they built another bike simultaneous to this project. And yet, they did just that! Stay tuned for more, here on BikeBrewers.

Photo credit: UNIKAT

Builder details:
UNIKAT Motorworks
Website
Instagram
Facebook
YouTube

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A Different Kind of Build
The 30-year-old Maarten Bressers has amazed us before with some beautiful custom BMW motorcycles. Although his preference usually went to boxer twins, the man behind Moto Rebuild decided to take a walk on the wild side, and to venture into the world of BMW inline engine motorcycles

Realistically, we have seen countless of gorgeous builds that were based around the R-series Bavarian pride. A K-series BMW however, is something completely different. When you think about it, where the R-series were meant as no-nonsense motorcycles, using the simplest of technologies, the K-series was nothing short of high tech when it first came out. No round, organic shapes on the K-series, but hard straight lines and a boxy design.

Fallen like a Brick
So why a K-series then? Maarten and his father, who is his partner in crime at Moto Rebuild, wanted to do something different this time. Were a boxer engine BMW allows for easy work, the K-series bikes require a lot more thorough thinking. Modifying a K75 or K100 and making it look balanced is not an easy job. But when Maarten saw a modified K100 on Instagram, the seed was planted and he wanted to have a go at one for himself.

Once the craftsman had made up his mind, a BMW K100 from 1987 was quickly sourced. He didn’t know exactly what the end result was going to look like, but he knew that the strength of this particular model lays in its angular design, so a robust front was a must. The biggest challenge was going to be to get the rear subframe to look nice and to allow the lines of the fuel tank to match with his design.

Community United
Maarten made a number of molds to create a custom set of fairings for his K100 project. We know firsthand that he regularly asked his followers on Instagram for their opinion. In a way, this has helped him to shape his project into what it is now. One could argue that this has been a collaboration between Moto Rebuild and his followers, which makes it quite unique!

Premium Parts
At the front we see a custom set of triple clamps, with LSL mirrors and a KOSO speedometer. The wide handlebar is also courtesy of LSL, as are the indicators and rear taillight. The side panels of the fuel tank are custom made by Maarten himself. The same goes for the custom subframe that now has a seat-pan from Cafe4Racer and a custom-made seat from Miller Kustom Upholstery. The LED headlight and handlebar grips are from the catalogue of Max Inc. A unique mounting system is used at the rear, which allows the shock absorber to sit almost horizontal, clearing the view to that beautiful rear wheel. The rear shock is from YSS, and ensures proper traction, as do the Michelin Anakee dual-sport tires.

When you look closely, you will see that this BMW has a ton of small details, like the 3D printed injection cover, ignition cover, and even rear wheel hub, courtesy of Motoism Custom and Raw Metal Racers. If you look closely you will spot built-in indicators on the front fork cover, built to spec by Motoism. All of this combined with the matt red/orange color, we think this is one of the best looking custom K100 we have seen passing the revue here on BikeBrewers. What sets this build apart from all other K100’s is that this scrambler looks very sporty, almost aggressive. Although a boxer twin has more “character” to its rumble, the K100 shines in smoothness.

FOR SALE!
And if you’re thinking “Hey this bike looks amazing, I want to own it!” then you’re in for a treat! Moto Rebuild is selling this BMW as well as another custom BMW R80. Send Maarten a DM on Instagram for more details.

Photo Credits: Maarten Bressers

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Humble beginnings

High in demand
All of this meant 2 things really: 1. There are a ton of old BMWs still riding around, since they were built to last. 2. Owning a second-hand BMW was something of an acquired taste for most people, well, mostly young people. This lack of desirability made them cheap to buy as a pre-owned vehicle. Enter the mystical realm of cafe racer building. With a doubt, one of the most popular base motorcycles to build a custom machine out of are, hands down, BMW motorcycles. Because of their popularity with builders, the old boxer has become one of the hottest bikes in the scene. Don’t just take our word for it, just make sure to check out all the other BMW bikes we have covered in the past, oh I don’t know, year or so.

The Builder from Dussen
Which brings us to the subject of the matter. The BMW we see in front of us today is the prized possession of Ferry Westerlaken. The 45 year old Dutchman who, until recently, owned Ace-Cafe Racers Parts, and founder/owner of Beemer Boys, which is a private label he created for custom BMW parts, built this BMW from the ground up. Did we forget to mention that he also runs a company that trades classic motorcycles? It’s called Altena Classics, make sure to go check it out. He also has a family with three daughters. We find it incredibly difficult to imagine how and where he finds the time to juggle all of this, truly impressive. It isn’t the first time we covered a bike that was built by Ferry. Who remember this Moto Guzzi?

Barn-find!
It all started with a 1985 BMW R80, which was found in a shed only a couple of hours away from where Ferry lives, covered in a thick layer of dust. It was clear that doing a standard cafe-racer job wouldn’t suffice; Ferry wanted to take things to the next level. Not just because he likes to keep his standards high, but also because the bike needed to showcase all the cool new parts he offers through his private label Beemer Boys. The list of mods is very long, however, the most notable piece of work on this R80 has to be the custom exhaust system. It definitely looks unique, almost menacing.

Where there’s a will…
We asked Ferry what he found most challenging about this build: “There were quite a few challenges. The greatest challenge was finding the time to do things. I have a full time job, two webshops, a motorcycle shop, and a family with 3 awesome daughters. So quite a busy life. In addition, the exhaust system was a thing. I didn’t want something standard, but a system made of segments that would run along the top instead of the bottom. Some of the problems to deal with the exhaust is the heat emission along carburetors, tank, fuel hose from the fuel taps. Oil level checks also had to remain possible, and the exhaust had to follow the lines of the motorcycle. The motorcycle had to be built in a minimalistic way with as little fuss as possible around the clip-ons. The BMW is a widely used motorcycle to build a cafe racer or bobber. Despite the differences, they often look like each other. I like the exhaust the most. The lines are good, the looks of the tubes are great, the segments are mint, and the sound is fantastic. I must admit that it rides better than stock. When the motorcycle was ready, she went on the dyno for optimal tuning. This gave the R80 a little bit more horsepower. The handling has also improved with the right adjustment of the suspension. I wanted something different, and I’m very happy with the result!”

Despite the fact that Ferry is very capable, he couldn’t have done this without the help of Ace13 and Hakky Motorsport.

The mods:

• Complete engine and transmission rebuild
• New wiring
• Tank cleaned and re-sealed
• Frame + subframe powder coated
• Vonzeti Subframe
• Handmade Vonzeti seat
• Vonzeti Monza fuel cap
• Powdercoated wheels
• Tarozzi rear-set
• Kawasaki ZZR front fork
• Aluminium engine cover
• Siebenrock valve covers (limited edition)
• YSS MZ366 TRL 410mm shock absorber full black
• Motogadget M-unit blue with smartphone app
• Motogadget m-Lock RFID ignition lock
• Motogadget motoscope mini odometer and tachometer black
• Motogadget 2 Button M Switch
• Harley Davidson (1967) headlight
• LSL headlight brackets
• Side-mount Curved LED Tail-light
• Beemer Boys battery box stainless steel
• Beemer Boys handmade segment exhaust system
• Akrapovic exhaust muffler
• Tomaselli adjustable clip-ons
• Custom made top yoke
• Brembo brake calipers
• Mikuni carbs

Photo Credits: Willeke van Oudheusden

Builder details:
Ferry Westerlaken
Beemer-Boys
Altena Classics
Instagram

The post BMW R80 Cafe Racer by Ferry Westerlaken appeared first on BikeBrewers.com.

Moto Adonis

Popular Bike
In all honesty, we can list the factory bike specs here again, but that would be pointless at this stage. Yes, the BMW R80 is probably the most popular motorcycle to use as a base bike for a myriad of projects. Be it a café racer, scrambler, tracker or even a resto-mod; there is something about the simplicity of the airheads that inspires creativity. But there is more to it than that. The overall build quality and availability of new parts, considering the fact that these aren’t new motorcycles, inspires confidence.

Project “BIG Dude”
It was no different with this build. A customer called the workshop and asked a simple question: “Can you build me a BMW R80 Scrambler?”. The answer Arthur and Job had for him was “Sure!”. All seemed fine, until the customer paid them a visit. It became clear that they needed to take a few things into consideration. The “biggest” one being the customer’s size. The dude was bigger than most BMW riders, measuring in at 2 meters, the builders knew that they had o make some serious modifications to allow for a bigger rider to enjoy the ride. Hence the name “BIG Dude”

A few ground rules were set before the project started. The most important one being the motorcycle had to be comfortable to ride, without making it look like he was riding a kid’s bicycle. This is a problem many riders face, and of the reasons why big guys ride big bikes. And let’s be honest, most café racers, scramblers and trackers look quite petit.

Taller is Better
The modification was made to the rear subframe. It got chopped away, and a new subframe was fabricated with 2 things in mind: it had to be minimalistic, and it had to raise the rear a bit higher. It goes without saying that the complete subframe had to be very strong to deal with the weight of the rider under all conditions. A taller rear shock was added, as well as a taller front suspension, only to increase the overall height of the BMW. One of the benefits of adding the taller front forks, which are upside down, is that they can accommodate for double disc brakes. Not a luxury considering the projects aim.

Modifications
On the subframe sits a new custom-made seat, courtesy of Miller Kustom Upholstery, with built-in taillight, finished in a beautiful brown leather. Moto Adonis has collaborated with MAD Exhausts before, and they have yet again provided the crew with a one-off custom exhaust. A bunch of off-the-shelve gear has been used to enhance the riding experience. A Motogadget m.unit has been adopted to simply electrics. An Acewell speedo provides all the critical info, while we also spotted a set of mo.blaze bar-end indicators on the handlebar together with a set of bar-end mirrors. The original BMW cookie-cutter wheels got a new layer of black glossy paint, and are now wrapped in Continental TKC80 rubber to add function to the form. The matt black color with white stripes brings everything together.

Happy owner
Like all custom-built motorcycles, they are built in the image of its creator. This particular R80 was built with a very specific goal in mind. Its new owner is very pleased with his scrambler, and we can clearly see why. The BMW looks great; the Moto Adonis team can be proud of how this turned out.

Photos: Lennart Stolte

Builder details:
Moto Adonis
Website
Instagram
Facebook

The post BMW R80 “BIG dude” by Moto Adonis appeared first on BikeBrewers.com.

You may have come across some very good-looking BMW R-series custom motorcycles on the internet or Instagram. The dynamic father-and-son duo, Mari and Maarten Bressers are at the heart of the Netherlands based Moto Rebuild. We’ve asked Maarten a few questions about their business, here’s what he had to say.

BB: How and/or why did you get into motorcycles?
MR: My dad made me addicted, he has been riding motorcycles for 40+ years and has often told me stories about his adventures when he took a road trip. Until one day I wanted to get my driver’s license myself and I always dreamed of building a BMW scrambler. New ones are too expensive, so what do you do when there is an expensive price tag? Build it yourself!

BB: When did you start riding (illegally or legally)?
MR: In 2014 after getting my driver’s license, before that I already owned my first bike, a BMW R1100GS so I couldn’t resist taking it for a spin from time to time… As a matter of fact, my father and I (Maarten) started converting the BMW before I even had my license!

BB: Since the R1100GS, what other motorcycles have you had?
MR: I’ve owned and modified a number of bikes, but mostly Honda’s and BMW boxers:
1981 Honda CB400N, 1980 Honda CX500, 1981 BMW R80RT, 1979 BMW R100RS, 1993 BMW R80R, and 1985 BMW R80RT

BB: Which of those bikes brings back the fondest memories?
MR: I think one of the last 2 motorcycles I’ve owned, both BMW R80’s. That’s because I’ve owned these longer and have ridden them more that any of the other bikes I’ve had. Now that we also ride more often and the summer is approaching, we get to meet more people. The bikes are always an interesting point of discussion with fellow bikers, but it always gives a great sense of satisfaction.

BB: Would you say that you have a brand preference? And why?
MR: Absolutely, BMW Boxers. The reason for that is the way the bike vibrates and shakes when it’s idling. It has a real nice character, very old school.

BB: Do you prefer riding or wrenching?
MR: Both! Our goal has always been to convert motorcycles for ourselves and that we can enjoy them ourselves. If we start feeling that itch to build again, we sell the bike we have, and buy another one to modify. This is the main difference between us and most other custom builders.

BB: What would you like to accomplish as a builder?
MR: I want us to be an inspiration for others, riders, builders and non-bikers. That is why we work on establishing our Instagram presence at the moment. But definitely being an inspiration to others who dream of building their own motorcycle.

BB: With an unlimited budget, what kind of motorcycle would you build?
MR: I think I would continue doing what we are already doing. It’s not about how much money you put into it, it’s about the vision and the number of hours of labor and love you put into it. The aim should always be to showcase the original characteristics of the bike.

BB: One of your latest bike builds is the BMW R80R. Could you tell us a bit more about this bike?
MR: I’ve had the R80R for some time and decided it was ready for a make-over again. I’d lke to think that this model has all the ingredients to create a fantastic custom motorcycle. I had a clear idea of how I wanted the bike to look. Furthermore, it already had wire-spoked wheels, which I absolutely love. It has a mono shock at the rear where we could weld a floating saddle, to give a bit more of a futuristic feel. My inspiration came from the fact that I didn’t wanted an old motorcycle to look and feel old.

BB: Did you face any challenges during the build?
MR: There were a few minor challenges. Coating the wheels took me the most time. I work together with my father on the bikes, we do most of the work together. Besides the electrical work, we do most of the stuff ourself. Some of the notable changes we’ve made are the tank swap, and the front fender. They really finish the bike off.

BB: So, now for the most important question of them all: how does it ride?
MR: It rides like a typical BMW: proper. It handles well, the power delivery and torque are smooth, and it sounds phenomenal.

Photo credits: Maarten Bressers

Builder details:
Moto Rebuild
Instagram

The post Bike Builder Profile: Moto Rebuild appeared first on BikeBrewers.com.

BMW R80ST
So why not start with the R80 G/S that was already at hand? The answer is simple: the G/S now holds a sentimental value. Modifying it to something else would be too painful. So a different bike was going to be needed. He managed to find a 1985 BMW R80 ST, which in many ways is nearly identical to the R80 G/S he did his trip on. Matias knew the R80 inside and out and felt confident in using it as a base bike. Being a perfectionist, Matias wanted to do as much of the work himself, including the welding, grinding, and electrics. A graphic designer by trade, Matias first started with a couple of sketches and drawings. Once he knew what look he wanted to go for, the project could commence.

Long traveller or long travel?
Building the perfect overlander is not an easy process. Every part of the build needs to be well thought of, and often takes many hours before a final decision is made. First, the R80 ST got stripped to its bare bones. To improve the overall handling, the chassis needed some beefing up. 16 (!) reinforcement plates were welded in 6 different stress points on the frame. To improve front end responsiveness and increase suspension travel, the stock forks were replaced with a set of WP open chamber forks, now delivering a proper 250mm of travel. At the rear, a custom made Wilders shock was added to increase the rear wheel travel by 50%. The rear swing-arm has been extended with 100mm. All of which improves handling and stability at both low and high speeds.

Takasago rims on Talon hubs in the front and rear are held together by heavy-duty stainless-steel spokes. Interesting detail is that the rear wheel has a slight offset, allowing for a wider section rear tire. A Brembo 4-pot front calliper and a 320mm front brake disc give this BMW some modern stopping power.

No replacement for displacement
1001cc. That’s how much volune the boxer engine now measures. The cylinders were bored out to fit high compression 95mm pistons from Moorespeed. The crankshaft, rods, piston, and flywheel assembly were all dynamically balanced together for a smooth and responsive feel. This engine now pulls a healthy 72hp at the rear wheel.
The displacement and flow increase, required larger carbs. Since this is ultimately a touring bike that will have to cruise at both 20 and 80mph, Matias decided to go with classic 40mm Bing units instead of more aggressive options. Bings are consistent, fuel-efficient, and easy to maintain.
To improve the gas flow, the heads were ported, an open air filter were added, and a new Siebenrock exhaust was placed.  The new exhaust system helped get rid of the collector box, and simplified the removal and installation of the whole system on the road. The weight reduction of 11 lbs was an added bonus. With travelling across Africa in mind, Matias thought of a way to deal with poor fuel quality. The ignition was upgraded to a dual curve ignition. This can be switched from the dash to retard the timing and avoid pinging with poor quality fuel.
DAKAR vibe
Looking at the pictures Matias sent us, we can’t help but notice the aesthetics of this BMW. First, there is that magnificent HPN 43 litre (11.3 gallon) nylon fuel tank, which was painted by the same people that paint Walt Siegl’s bikes. A nice detail is a small strip that was left unpainted at the front, to act a as a visual aid to check the fuel level. The rear fender also comes from HPN, but uses stock BMW taillight and indicators. Matias left the dash pretty essential. He wanted it to be easy to read and operate, with gloves on. It’s housed in a HPN Acerbis Cockpit with the stock ST gauges. Matias also added a dual-port marine USB hub, a hazard light switch, and a switch for the second curve on the ignition were added.

More to come…
With the completion of this build, a new era has started for Matias Corea. The responses to this BMW “Myth 001” were overwhelming, leading Matias to start a new company: Myth Motors. Customers can now order their own custom-built BMW “Myth” motorcycle, built to their needs. Something tells us that we will see a lot more from the Myth Motors workshop in the near future!

Photo Credits: Ryan Handt

Builder details:
Myth Motors
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Last week I’ve interviewed James Fawcett about this cool Honda 125 Scrambler mashup:

Why did you build this bike?

Last year I built a CB200t with my then 17-year-old son. This year, my 13-year-old decided he wanted in on the fun. After tinkering with his old XR80, his ideas started getting a lot bigger.
Why did you pick this base bike and where does it come from? This bike really did come from the scrap pile. We found all of the major components stuffed in boxes in storage.

What was your idea or vision?

The vision for this bike was just to make a simple, versatile bike that’s super fun to blast around on.

Where did you find inspiration for the project?

We’re keen to vintage bikes and the styling that came out of the early ‘70s. We wanted to incorporate some of the features of slightly more modern dirt bikes and scramblers but still keep some real vintage styling. One of the keys for us is well-considered lines and angles – it needed to look coherent and thoughtful, not like a bunch of mismatched parts that were bolted together.

What was the total budget?

The budget for this build was pretty low, as we had most of these old parts laying around. Probably the single largest parts purchase was a full set of custom stainless spokes and nipples from Buchannans. The real investment was in time.

Any interesting challenges?

Ha! Everything about this build was a challenge. There’s an absurd amount of custom fabrication that went into this little 125cc bike – the frame, the suspension, the swingarm, the tank, fenders. Virtually nothing on this bike was an off-the-shelf OEM or aftermarket product. Interestingly, if I had to pick the single most challenging aspect, it would be the graphics on the tank. The design was masked freehand, and some of the corners are on a pretty tight radius. Once we got through the agony of taping the first side just right, we had to replicate it on the other side. Then multiply that times three to give it that tri-tone paint scheme.

Did you got help from others or did you outsource any work?

Nothing on this bike build was outsourced. All of the custom fabrication, engine work, wheel building, paint, and graphics were done by me and my son, Eddy. Even the custom seat was shaped and sewn in-house by me.

What modifications are made and what parts are used?

It’s hard to list what’s been modified. This bike is truly a one-of-a-kind custom build that borrows components and features from a whole host of old small displacement Hondas — CB125s, CL125, XR100, SL125.

What do you like the most?

There’s not a single feature that I like the most. I’m really happy with the paint and graphics, and I love the custom carbon fiber rear fender. The brake lights integrated into the subframe are a nice touch. Those features are all cool on their own, but it’s the overall fit and finish of the final product that I’m most happy with – the way all of the technical and design decisions come together in a cohesive way that gives the bike a well-thought-out, balanced, and tidy feel.

And last but not least: how does it ride?

This thing is a blast! Everybody seems to want more CC’s and more power, but there’s something awesome about a small displacement bike where you can crank the throttle all the way open and let ‘er rip!

List of mods:

• Modified tank and front fender from a Honda SL125
• Modified monoshock frame, with custom subframe and extended swingarm
• Custom fabricated electronics tray mounted under seat
• Custom fabricated seat pan and custom seat cover
• Hand-made carbon fiber rear fender
• Custom skid plate and front light plate
• CL125 scrambler exhaust with stainless steel cone muffler
• 18” wheels with stainless steel spokes and dual sport tires
• 12v conversion with LED lighting and custom handlebar switch housings
• LED brake lights integrated into subframe tubing
• New piston and cylinder along with a top-end refresh
• Mikuni carburetor
• Custom designed and painted tank graphics
• All of the little, big details

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