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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Intro & Ingredients

Once in a while, you strike gold! The motorcycle I’m writing about today made its first appearance in the wild at the Big Twin Show in Houten, the Netherlands, earlier this month. In our case, we got a bit (a lot) of a head’s up. I have been personally involved since a frame and a few crates of parts were inspected and, after a haggle and a handshake, collected. We have previously posted about a Blast from the Past, and about a Modern Interpretation of the famous concept. While often considered the first cafe racer and the heritage of custom builds, these bikes are now considered unicorns. They often find a home in a living room or a museum, rather than a garage. A few years ago, we were brave enough to call it “one of the most legendary machines out there”. What I am referring to is the ‘Triton’, a Triumph engine in a Norton frame. These bikes were built in the UK between 1950 and 1970, in various attempts to put the fastest engine into the best handling frame.

Here, I would like to present one built in the Netherlands, in 2022. The basic recipe for a classic Triton is relatively simple:

1. Norton (Wideline) Featherbed frame – 1pc.
2. Triumph Pre-Unit 650 twin engine – 1pc.
3. Roadholder fork – 1pc.

Trying to source these main components is one thing, trying to make them fit each other and look good is another… Let’s get into it!

It’s all in the details

Georges Martin, inspired by Egli, built this particular frame and swingarm based on the Norton wideline featherbed measurements. He ingeniously routed an oil line inside the frame for the crankcase breather.

Piet from Land’s End Motorcycles in Hengstdijk, the Netherlands overhauled the 650cc 360° parallel twin engine. He increased the capacity to 750cc, plugged in matching pistons, and topped it off with a T140 head to convert to a pushover exhaust. Furthermore, he installed a belt-driven Bob Newby racing clutch to transfer all 55 horses to the Norton AMC transmission. Yes, that is the same Bob Newby who won several TTs in the 1980’s. All this mounts into the frame with waterjet cut 7075-T6 aluminium brackets. Piet also serviced the Roadholder forks and mated these to the frame. He further modified the frame to also fit the polished aluminium oil tank behind the engine and underneath the seat.

Rolling along

In the front, Haan Wheels in Schijndel laced a Grimeca 4 (!!!) leading shoe hub with stainless steel spokes and a 19″ Morad high shoulder rim. The 18” rear around a weight-reduced conical hub. Both were drum-polished to achieve that top shine finish. Bridgestone Battlax BT45 rubber ensures optimal contact to the road surface.

A touch of modern

Not all on this bike is a collection of old and refurbished parts from the Netherlands, Belgium, France, Germany, Austria, Italy, the UK, and the US.

If you look closely, the vintage Tommaselli Matador levers neighbour modern Motone CNC milled aluminium push button controls. This is one of the hints at what lies underneath the shine. When laying new wiring, one might as well go all the way and replace analog fuses and switches with a digital control unit. In this case, a MotoGadget mo.unit replaces all relays and fuses, and simultaneously simplifies the wiring. The pulse switches control the unit via a low current circuit, allowing for small diameter wires inside the clip-ons. The thicker wiring for 12 volt supply to the power draining components are thus no longer routed via the switches. Yes, I’m looking at you, H4 headlight!

The chrome headlight bucket also houses a digital voltmeter and LED indicator lights for the high beam, oil pressure, and the indicators. Bright as the sun, these tiny LED indicators are another hint at the high-tech core of the motorcycle. We concidered and accepted these modernisations, because the original manufacturer of Triumph and Norton lights, Lucas, is jokingly known as ‘the Prince of Darkness’.

When you are on the bike, you can clearly see the indicator lights and voltmeter when you peak between the original Smith’s tacho and speedo. Bob Carter in the US rebuilt these, since some things are best left to the experts.

Hand built

Behind these beautiful gauges sits la pièce de résistance, a handbuilt aluminium petrol tank. It subtly dips below the spine of the frame, yet perfectly aligns with knees where it narrows to meet the seat. Combined, the curvature of the tank and the seat play a large part in the aesthetic that stops people in their trot. They often utter something along the lines of “I have no idea what it is, but it’s beautiful”. The seat hump houses the lithium ion battery and control unit. Maarten, or Yellow Rider, Zevenaar, famous for converting Yamaha’s into vintage racers and board trackers, made it by hand, since the available humps did not follow this curvature. The broad silver band aligns with the metal strap that secures the tank. Seats are his specialty, and his craftsmanship shows!

One of the largest challenges with this build was to find parts that fit. And when you cannot find something, you fabricate it. There is a lot you can bolt on nowadays, almost all manufacturers offer parts to personalise your bike further. Aftermarket suppliers often go as far as offering various types of entire kits to convert your motorcycle. Just sometimes, your hand tools are not sufficient to fabricate the parts needed, and that’s when you call the cavalry.

Maarten also crafted the base plate and adapted the subframe hoop before it went to powder coating. RAL 6005 with a structured finish is a unique combination that is a tad lighter than the famous BRG. British Racing Green. It really makes the bike pop and sets it apart from that traditional black, chrome, red colour scheme. Finally, Maarten fabricated stainless steel actuator and anchor rods for the rear brake and gearbox, as well as the brackets for the Norton Peashooter exhausts.

Big (T)winner

At the show, we’re getting very curious about the sound. And with us, a few other people in the audience looked at the cafe racer category winner at the Big Twin Bike Show with great anticipation and hope. Luckily, after tickling the Amal 930 carbs, a firm kick draws in the air via  DNA filters, the Beck electronic ignition generates a spark, and the parallel twin roars. Just a tad louder than the crowd ;)

Um cassino on-line que oferece acesso a uma variedade de jogos de azar, incluindo caça-níqueis, roleta, pôquer e muito mais emhttps://betandreas.br.com/

Photo credit: Jan Eggink Photography

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    The new Royal Enfield HNTR350, aiming to win over a younger audience

With this model, Royal Enfield tries to make motorcycling and commuting by motorcycle accessible and attractive to a younger audience. Think new riders, students, young working professionals, perhaps even as a second, lighter motorcycle. The lines remind of us of the British heritage. It would not look out of place in a line-up with the moderns classics like Triumph.

Riding experience

The little thumper produces 27Nm of torque and 22 BHP of power that are predominantly experienced through the mid-range of revolutions. It is third in line after the very successful Classic and Meteor model (check out our First Ride Review and this Starship custom). It is based on same the 350cc J engine. This single cylinder bike has an entirely different geometry and thus creates a very different riding experience. The reduced rake (25°) and trail (94mm) combined with the 1370mm wheel base make the bike feel light and agile, perfect for city riding. The motorcycles we rode were brand new. Pushing them to their limits, testing peak power at 6100rpm, would have been disrespectful to the technology and torturing the machines. We will save that for another ride… ;)

It easily climbs through the revs and the black dial speedo with white numbers clearly displays increasing velocities. 60km/h to 100km/h in fourth gear is a comfortable acceleration without discomforting vibrations. These do show up at 80km/h in fifth gear, so do not short shift it!

That said, the engine is very forgiving in second and third due to the heavy flywheel. This makes it very suitable for city riding. Unpredictable and abrupt city traffic stops are the responsibility of the 300mm single front and 270mm rear brake rotor. Combined with the dual channel ABS, these do the job.

Room for improvement

Room for improvement can be found in the suspension and in the exhaust. The cobblestone pavement in the historical centre of Dijon and surrounding villages, and the French country lanes did put the suspension to the test. Observations: the linear rear shocks are rather hard, the front suspension is rather soft, a little unbalanced. Though, rear suspension upgrades can be performed rather easily at home. As to the exhaust, for city riding it is, to our taste, too loud and not a pleasant, well-rounded thump one would expect from a little thumper. Plus, I experienced that with a very average EU size 42 I found the heel of my boot touching the exhaust more often than not. A small nuisance, yet I image it to be worse for people with larger feet. Taken both into account, if I would own one of these, I would swap the exhaust for an aftermarket (slip-on) exhaust as soon as they would become available.

Make it your own!

Besides the exhaust and suspension, other work on the bike to do at home would be personalisation of your HNTR. And this is where it becomes even more exciting. We try to provide a platform to inspire motorcycle owners to personalise and customise their motorcycles. Therefore, we are happy to see that RE offers a plethora of accessories. These range from mirrors and indicators to engine guards and tail tidies that are easily bolted on and maintain the warranty. Especially the tail tidy with the ribbed seat will make it look very elegant in our eyes! There are two themes available from the dealers, urban and suburban, that include a selection of the accessories.

The suburban comes with black crash guards, a (although somewhat flimsy) pannier plus rack, touring mirrors, a pillion back rest.

The urban caters more to the (undoubtedly inspired by café racers) roadster image, a fly screen, a level seat, LED indicators, engine guards, and bar end mirrors.

What plays a large role in the outstanding looks of the HNTR350 is the paintjob. It is available in 6 colours, divided into a single colour and two-tone series, called ‘dapper’ and ‘rebel’, respectively. The former includes white, ash, and grey, the latter blue/white, black/white, and red/black. Personally I tip my hat to RE for not making the same mistakes as many other motorcycle (gear) producers when aiming to engage women riders. They offer predominantly white/pink and black/pink colour schemes. These nicely painted petrol tanks hold 13 litres of fuel, good for a couple hundred kilometres with reported consumption of 2.63 L/100km.

In all, I had a great time riding this very fun motorcycle! It is excellent for its intended purpose, so it might just be that the hattrick is not too far off. Of course, we all look forward to seeing what you do with these cool little rippers when it comes to customisation!

(Photos by Florian Meuret and Rodolphe Herpet)

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Amsterdam, the place to ride
Amsterdam was one of the first cities in the world where motorcyclists picked up on the Gentlemans ride in it very early beginnings.
Back in 2013 the first ride was organized, just one year after its inception in Australia.

Very quickly the ride was embraced by the local motorcycle community and the event rose quickly in the worldwide ranks.

1.000 riders in a narrow city
Pre-COVID the number of participants hit the 1.000 mark in 2019, making it harder each time to smoothly guide the stream of dapper men and ladies on their bikes through the narrow streets of the city.

The constant growth had firmly positioned the Amsterdam event among the top tier in the world, and it was awarded as one of the ‘flagship-rides’ in the world. Our predecessors did an excellent job in creating a beautiful experience, but the success also presented the challenge how to keep the ride moving in the most literal sense of the word and to find a location big enough to support further growth of the event.

New team, new vision
BikeBrewers’ crew members were part of the organizing team in the past, but in 2022 we were asked to be the hosts of the event.
As we are strongly embedded in the Amsterdam Classic Riders community it was a no-brainer to check who of our buddies would be game to join the team to organize the 10th anniversary edition of the DGR Amsterdam.

A core team set out in February to create an event that would do honour to all the rides that were organized in previous years, but lay the foundation for future expansion.

Local partner
We managed to set up a strong partnership with Vanguard clothing, a fashion brand with strong roots in the motorcycle community. They had been involved in various rides throughout the Netherlands in the past, but were immediately game to host the 2022 event on their grounds.
Ideally situated on the outskirts of the city, the DGR was invited to continue the Amsterdam success story on their huge parking lot.

Festive and Stylish
We set our goal at creating the most attractive showcase possible of dapper riders and stunning motorcycles. The result left us speechless.
with more than 400 participants dressed to kill and nearly € 50.000 in donations, DGR Amsterdam claimed the #1 position in the European Community.

With an unbelievable achievement like that you need an aftermovie to match.
The Amsterdam Classic Riders community harbors a plethora of creative and professional talent in many areas. This video pays hommage to the professionalism of its maker and the team of Classic Riders who laid the foundations of even more magnificent years to come.

All (downloadable pictures of the event can be found at the DGR Amsterdam website created by: 2Source4

Special thanks to:
All those Dapper Riders who joined us on that day
The members of the Amsterdam Classic Riders who helped out during the day (You are awesome!)
Our phenomenal partner Vanguard Clothing (@vanguardclothing)
Triumph Motorcycles Benelux (@triumph_nl)
RAI Vereniging

The fantastic team of organizers
Adnane Bensalah (@adnane_bensalah)
Sjoerd Schenk (@moto.nozem)
Arjan Roelofs (@caferacer_tales)
Guido Kerssens (@guidokerssens)
Benjamin Ergül (@benjaminergul)
Menno Ovaa (@menno_ovaa)
Roel Brals (@roelbrals)

Our group of amazing photographers and videographers:
Michele Orlando (aftermovie)
Graham van der Merwe (@greyham_snap)
Ed Post (@edpostphotographer)
Remko van Diggelen (@remko_vd)
Marcia van Oers (@marcia.van.oers)
Mark Meijering (@markmeijering)

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Superlative
To top off three consecutive weeks of riding big (or should I say GIANT?) bikes I was offered the opportunity to test the 2021 Triumph Rocket 3R for a full seven days.
And what a week it turned out to be!

The prelude to this week was composed by the BMW Motorrad R18 Transcontinental and the Indian Roadmaster Heritage (post to be published). Both machines are fitted out with 1.800cc engines and pack an impressive amount of ‘oomph!’ in the torque department. The horse stable is quite overcrowded too.

I am happy to ride nearly any bike but there are those that give you extra pleasure. The BMW and the Indian are sort of similar bikes in spite of the totally different styles. I try to adopt myself and my riding style as much as I can to fit to the bike I am testing. On most occasions I managed to keep my inner demons and the hooligan safely locked away in the panniers of those bikes, but the Triumph is a naked bike without such storage options.

Do I like it?
When Triumph launched (pun intend) the Rocket back in 2004 the whole world thought the engineers had gone completely bonkers. How much fun these guys must have had when they were designing that machine though.

Truth be told, being a caféracer afficionado, I was never a big fan of the Rocket. I just did not see the point in creating such a monster cruiser with a rear tyre fatter than fitted on most cars and a stonking 2.3-litre engine between your thighs. As said those engineers must have created it to shock and surprise – and they managed to do just that. It was impressive and scary. Still leaving the happy few with a whopping grin as they summoned its ungodly torque.

3 times lucky
With all of the above in mind I was never really tempted to try this bike out. But with the new 2021 ‘3’ design, which is a major improvement in my view, the time was right to swing my leg over the seat and hit the launch button.
It’s an imposing € 30,000+ motorbike that comes in two editions – the R, and the more laid-back, long-distance GT. The latter comes with footpegs mounted forwards , a decent windscreen and a pillion backrest over the back wheel.

Powertrain
Both Rocket 3 ‘R’ and ‘GT’ trims share the same powertrain. Triumph are in a league of their own, fitting the largest production motorcycle engine in any motorcycle: 2500 cc’s over the previous 2300 cc’s.
While increasing the number of cc’s, the madmen at the Hinckley R&D department managed to shave off nearly 17 kg’s compared to the Rocket’s predecessors thanks to all-new aluminium frame. It weighs 291kg without any fluids. It’s still a substantial chunk of metal. The motorcycle now produces class-leading 167 hp at 6,000rpm (redlining at 7.000 rpm) and a mammoth 221Nm of torque at 4,000 rpm.

All this power goes through a six-speed helical gearbox with a ‘Torque Assist’ hydraulic clutch. The bike I rode was fitted with a quick-shifter, which is as an optional accessory. When called upon, the horses in the stable are led to the rear wheel using a longitudinal shaft drive to give the rider all the fun he (or she) is ready to handle.

Styling
Triumph gave the Rocket 3 the limited edition treatment with only 1000 examples of each of the R & GT variants globally. Upping the exclusivity game, each Black edition Triumph will receive a Certificate of Authenticity and a customizable motorcycle VIN for each bike.

Moreover, for an already incredible-looking motorcycle in the flesh, the attention to detail has been taken to the upper echelons, giving it an even more menacing appearance. Common between both variants is carbon fibre front mudguard, completely blacked out exhaust fenders, heat shields, end caps, and an exquisite crinkle back powder coating on the engine’s intake covers. Besides, Triumph further enhanced the bike with the front mudguard holders, headlight bezels, fly-screen, radiator cowl, and so on.

The list doesn’t stop there as Triumph’s designers gave a black anodized finish to the bike’s handlebar clamps, yokes, riders, fork lowers, brake and clutch pedals, rider footrests, heel guards, and the innovative folding pillion footrests

Triumph really attended to even the smallest of details and managed to put the icing on the cake with the black anodized paint job and a magnificent aluminium finish on the bar-end mirrors.
All the similarities aside, the main differences between the R & GT variants include a slightly sportier stance for R with the mid-positioned footpegs, wide handlebars, and a matte black livery with a blacked-out Triumph logos and a glossy white stripe running down the centre of the fuel tank.

For the riders who are more adult than me, the GT variant has more relaxed ergonomics for the rider & pillion with forward-set footpegs, an adjustable windshield, an easy-to-reach handlebar with heated grips. Passengers are cared for by mounting an adjustable backrest.

Furthermore, it gets a triple black paint scheme with ‘50 shades of black’ on the fuel tank to distinguish itself from the sporty sibling.

Ride baby! Ride!
I mentioned before this is an imposing bike. Definitely not fit for novice riders. Still, once you are on the seat, is less scary instantly. The seat is mounted low, and the weight is buried low in the chassis, so although it takes an effort to get it off the side stand, it feels nicely balanced. The engine fires up and wobbles the bike gently to the left-hand side

As I set off on my first flight on the Rocket, it immediately felt like home. It is a gentle giant when you treat it as such. It is an amazingly easy bike to ride. It really handles like a Street Triple. The engineers have done an incredibly good job there as well. Everything about it is impressive as you’d expect with this much torque, pulling away is simply a case of easing the clutch lever out. My brain told me to short-shift up into second gear before giving it the spurs, but my inner demon was hitting the adrenaline pump switch. It was not before long that my hooligan persona was the pillion passenger, whispering sweet nothings in my ear…

Fast, faster fastest
There are more than enough electronics aboard to make you feel confident enough to open the throttle once in second gear. That’s where the band starts playing! Before you realize the front wheel is no longer touching the tarmac and the 24cm-wide rear (240/50 R16!!) tire digs in for traction. As a result you launch yourself forward at warp speed. The fact that the Rocket pulls this mind-bending, vision-distorting trick from just 2,000rpm onwards, makes for an utterly hilarious ride. You just feel like you’re are on a drag strip constantly and you are just in it for the ride, hanging on for dear life.

It is hardly surprising the Rocket 3 has set a Guinness World Record of 2.73 seconds to 0-100 km/h.
Me being me, I got overly self-confident rapidly. While on a slightly wet highway, cruising at around 120/130 km/h, I shifted down and hit the throttle to overtake the car in front of me. Suddenly all warning lights on the dashboard flared up as the rear started twisting just before the minions in the traction control department decided to help me out.

WHOAA! That was an exciting moment. Yes, the torque is truly unbelievable. Never before did I experience such powers on a bike.

Who needs one?
I asked that same question when riding the BMW and the Indian too.
The amount of money you’d spend on bikes like that is extreme. All of them are in the € 30.000+++ segment. The BMW and the Indian go up to € 40.000 easily once you start selecting the available options.

The Indian Roadmaster Heritage and the BMW Transcontinental are ‘luxury liners’. You can have miles for breakfast and be home for dinner still after a full day of riding, still feeling quite relaxed. Answering the ‘why’ question with the Triumph Rocket 3 was much harder. It is not a bike you take out to commute on a daily basis, nor is it a machine built to go on long roadtrips (I’d do it still, just for the fun of it). So who is this meant for?

Even my contacts at Triumph had some trouble coming up with a defining response. However we all seem to agree that is a fun machine for those who are in it ‘for the ride’ as Triumph puts it in their corporate slogan. If you are lucky enough to sit on a lot of ‘disposable income’ and want to stand out from the crowd, this is the definite motorcycle to go for.

If you are such a lucky person, I can only say: ‘go for it! You only live once!’

Looking ahead
This winter we will be following our friend Bas Kentrop at Roké Motors.
He is an amazing mechanic who managed to create a monster supercharged Triumph Thruxton R a few years ago. This bike packs an impressive 175 Nm and 171 Bhp.

We rode that machine back in 2017. We filmed the experience and made it one of our best viewed clips on our YouTube channel. Unfortunately the sound of this beast was so loud, it just killed the microphone, which we only found out in post-production. Our video editor decided to add in a little piano music, much to the dismay of the majority of the viewers (just look at all those comments..). We will re-make this video in 2022 as we have retrieved the current owner. Including the real sound. Promise!

Anyway, Bas will be working on a supercharged version of the Rocket 3. Can it get any wilder than that we ask? Watch this space as we will give regular updates on the progress of this project and I will be road testing it in Spring of next year.

Until then, I will just enjoy the memories of my love affair with this standard Triumph Rocket 3.

 
All in all
The Rocket is a superb machine and more. It handles phenomenally, the power is awesome and you can enjoy the bike in any way you want. You can ride it as a cruiser or race it around. It is really up to you, your experience, your mood and your testosterone levels.
The setup of the fully adjustable Showa suspension is so well done that you’ll just ride the Rocket 3 like a regular street bike. It will tempt you to stick your elbows out and punch it into corners like a Speed Triple on steroids.

The riding position on the R model is relaxed and inviting you to just ride on. The brakes are magnificently strong. Those Brembo Stylemas are of superbike standards. They do their job very efficiently and you need them on a bike like this.

Yep, the rear brake is ripped from the front of a sports bike. And it’s a good thing too – you’ll want to use the back brake to settle it in corners and hammering it really helps bring you to a stop in a straight line, unlike on most bikes.
The Rocket gets the same TFT dashboard as mounted on the Triumph Scrambler 1200, and it has an 18-litre fuel tank which will get you just over 200 km’s. Unless you are like me of course. I needed a pit stop at around 180 km.

Electronics and other fun stuff
Being the top of the line model in Triumph’s line-up, the manufacturer fitted a whole suite of electronics to enhance the riding experience:
•Triumph Shift Assist (up and down quickshifter)
•Heated grips (standard on the Rocket 3 GT)
•Tire Pressure Monitoring system
•Advanced 6-axis Inertial Measurement Unit (IMU) measures the roll, pitch, yaw & acceleration rates of the bike in real-time and unlocks features such as Lean sensitive traction control and cornering ABS keeping the rider in safe hands at all times.
•Full-color TFT display instrument cluster.
•Preinstalled with Triumph’s ‘My Triumph’ app with support for smartphone music, calling, & navigation controls.
•Unique to Triumph motorcycles, you also get GoPro controls.
•Both motorcycles get 4 Riding modes: Road, Rain, Sport, and a Rider configurable mode to adjust throttle response and traction control.
•Added are Hill Hold Control, Cruise control, keyless ignition, steering lock, and fuel cap opening
•LED lighting all around with twin LED headlamps with integrated DRLs, LED tail lights, indicators, and a number plate light
•advanced lightweight aluminum frame.
•Suspension – Showa’s monoshock RSU with a piggyback reservoir at the rear and a massive 47mm Showa USD front forks with compression and rebound damping.
•Stopping power comes from Brembo Stylema ® radial monobloc 4 – piston calipers with two 320 mm dual discs and a never-before-seen four 4-piston Brembo caliper with a single 300 mm disc.
•Tires & rims: 150/50 17-inch Avon Cobra Chrome tires with a blacked-out 20-spoke cast alloy wheel at the front and an incredible 240/60 section R16 tire with an intricate cast alloy wheel at the back.
•Track+ and Protect+ tracking and alarm systems

details:
Manufacturer: Triumph Motorcycles
Astronaut: Ron Betist
Photography: Nubbs Sugrue
Helmet: Davida HelmetsJacket & jeans: REV’IT Urban
Boots: Stylmartin

The post Lost in space – Triumph Rocket 3 R road tested appeared first on BikeBrewers.com.

Lately we have been seeing a trend in the café racer scene. More and more builders are starting to look at the venerable Honda CB 750 to use as a base bike. We think that this could be the revival of the Honda café racers and we are digging it! Don’t get me wrong, we love seeing Triumphs, BMW’s and Moto Guzzi’s being chopped and rebuilt into tasty café racers and scramblers. But there is something about the shape and style of a JDM inline-four that catches our interest. After all, they did deliver super-bike performance for moped prices back in the day.

You may remember the name Jeremy Duchampt from some time ago. The Frenchman is responsible for two Ducati’s and a Yamaha TR-1 that we featured here on BikeBrewers not so long ago. When we received a message from the main man behind Jerem Motorcycles that he had built a Honda CB 750 Rothmans café racer, we got warm and fuzzy feelings in our bellies; we knew it had to be good! Oh boy were we in for a treat. This Honda is so elegant, the proportions are so well-balanced, it looks like the CB is doing 100 mph at stand still!

The foundation of this project is a Honda CB 750 F2, as it is officially called. A model which was produced by Honda from 1992 all the way up to 2007(!). Honda’s R&D department must have been very pleased with this, no doubt. On paper, the CB 750 produced around 75 hp and 65 Nm of torque, with a claimed weight of around 210 kg. No mind boggling specs, but there is more to it. The Seven Fifty stands out in it’s a simplicity, reliability, and overall reputation of being bulletproof.

What Jeremy did to this bike is extraordinary. The list of modifications is long, so here’s a brief summary.

• Custom front fender
• Modified subframe
• Custom café racer leather and Alcantara seat with stitching (Irina: Point saddler 34)
• Custom made cowl with integrated LED taillight (FFPro Design)
• LED bar-end indicators
• Bar-end mirrors
• LED vintage-style, round yellow headlight with custom brackets
• Keyless ignition (KAIROS RFID)
• Vintage speedo (FIVEACES)
• Laser-cut top triple clamp yoke (USVracing)
• Clip-ons with brown handlebar grips
• BREMBO brake master cylinder and levers
• Powder coated rims
• Modified rear shock absorber
• Air box removed to with DNA pod filters
• Blacked out engine, frame and swingarm
• Custom 4-in-1 exhaust
• Carb tuning
• Custom painting Rothmans Style (FFPro Design)

The way this café racer turned out is mesmerising. Growing up in the 1980s and 1990s, cigarette companies often sponsored race teams, one of which was Honda. Who remembers the NSR250, NSR500 or RC30? This Rothmans inspired design brings back memories of those days, where small displacement, high revving engines dominated the tracks and the streets. It’s not a secret that we would love to get our hands on this Honda. For now, we have to do with the pictures.

Builder details:
Jerem Motorcycles
Instagram
Facebook

The post Rothmans inspired Honda CB 750 Café Racer by JeremMotorcycles appeared first on BikeBrewers.com.

We have seen some incredible builds the last 12 months, and we have to say that despite the world pandemic, we are very pleased to see that so many people still take time work on that what we love most: motorcycles. For 2021 we have created a TOP 5 of some of the most interesting, esthetically pleasing cafe racers we wrote about here on BikeBrewers. We looked at the number of views and shares on our website and social media channels, but also at originality. After all, the list is subjective.

So without further ado, and in complete random order, here are the BikeBrewers TOP 5 Cafe Racer builds of 2021

1. Moto Guzzi 1100 Cafe Racer by Robin Mehnert
When Robin Mehnert, the woodwind instrument maker from Germany, messaged us that he and his father had built a cafe racer based on a Moto Guzzi 1100 California, we got very excited. When you see the pictures of the Guzzi, it’s not hard to see why. Make sure to read the full article to find out more about this clean looking example of Italo-Germanic craftsmanship

2. Icon Motorcycle Triumph Bonneville Triton
Okay, so this Triumph Bonneville was actually built a couple of years ago. However, we only really heard of Icon Motorcycles last year. We didn’t know much about the outfit, and sadly their website has gone offline since. All we know is that the 2 Triumph Tritons they’ve build are unlike anything we have seen in a very long time. It’s almost like a spiritual experience. Luckily, we spent some time writing an article about the work of these fine people, that are based in the Netherlands.

3. Harley-Davidson LiveWire “Rule Breaker” by Moto Adonis
Moto Adonis has been working hard in 2021, with a number of unique projects and builds, we are impressed by the work the 2-man team from the Netherlands has been delivering. When they presented their Harley-Davidson LiveWire project our jaws literally dropped to the ground. This must be the most menacing looking electric motorcycle we have ever see. Period! It looks like a great white shark. In black. On 2 wheels. We dare anybody to show us a custom electric motorcycle that looks better than this.

4. Royal Enfield Continental GT 650 “Lilith” by XTRPepo
There is such a thing as a match made in heaven. In this case, it would be Pepo Rosell, founder and owner of XTRPepo, and Royal Enfield. Let us explain. Pepo has been building race bikes since before we could remember. He has been doing that passionately for the past 25 years. The last 6 years or so, he decided to take step back from building radical custom racing machines for high end customers, and to focus on the more “fun” side of business. Which brings us to Royal Enfield. The people’s champion as far as we’re concerned. Royal Enfield has rapidly gained popularity outside of its domestic market in India. No frills, simple, classy, and affordable. Heck, 2 of our editors bought a Royal Enfield 650 for personal use! That says something! Pepo built a period-correct racer around the Continental GT, and it looks the part.

5. Triumph Bonneville “Gotham” by Tamarit x MotoShare
Tamarit has been building bikes for a long time now, and this heavily modified Triumph Bonneville was their 81st build to be precise. The Alicante, Spain based builders were commissioned by MotoShare to build a cafe racer that provokes people. A bike that gets people talking. José Antonio of Tamarit says: “We took a 2007 Triumph Bonneville and turned it into this ominous looking machine. It was during a video call that one of the guys from MotoShare mentioned it looked like it was made for Batman. It was ‘The Gotham’ from there on.”

The post TOP 5 Cafe Racers 2021 by BikeBrewers appeared first on BikeBrewers.com.

This time Grzegorz Korczak, the man behind Unikat, got his hands on a 2021 Triumph Bonneville Bobber. I know, I know, this looks like a different kind of bobber. Truth be told, there are different definitions of what makes a bobber, a bobber. There are European and American style bobber, there are also Japanese style bobbers. Regardless of the different styling exercises, one thing that they all have in common is the fact that they appear to be minimalistic. In a way, you could look at this like this: what a café racer is to a road bike, a bobber is to a cruiser. Same rules apply: get rid of all unnecessary parts to reduce the weight, and make the bike look as simple as possible.

Coming back to Unikat’s Triumph Bonneville Bobber, which has been name “K18”, we see that a number of stylish mods have been made to the original. No doubt did the original Bobber look great, but what Unikat did here takes the stock bike to a whole other level.

The original bobber wheels have been replaced with a pair of lightweight, black Takasago Excel 17” rims with stainless steel spokes. What’s interesting about the wheels is that they have adopted the BARTubeless system; transforming them into tubeless wheels. The rims have been wrapped by a pair of sticky Pirelli Dunlop Mutant tires.

The rear fender had been completely removed, while the front fender got a nice trim job and received a distinguished Unikat 1-of1 logo, kind of like an easter-egg, waiting to be discovered. Staying at the front, we can also see that the speedo and the headlamp have both been lowered for a sportier stance. There’s a set of Motogadget bar-end indicators, which have been combined with a set of bar-end mirrors. The handlebar grips have received a nice leather wrap treatment. Womet Tech supplied the sporty clutch and brake levers. A pair of fork gaiters keep the front fork clean and mean.

Moving a bit more backwards to the fuel tank, we spot a beautifully milled, gold anodized fuel filler cap. Underneath the fuel tank, the original factory airbox has been removed and a pair of free flow air filet, curtousy of K&N have been placed to take care of the breathing. The ‘faux-carburetor’ injection covers have been treated to the 1-of-1 logo treatment too. Underneath the engine, a stainless-steel exhaust system, in combination with Unikat’s very own in-house built exhaust pipes, ensure that the combustion gases leave the engine in an effective and dramatic manner.

A lot of work has been put in cleaning up this bike by hiding as much of the wiring as possible. Part of that is the Hi-sider 3-in-1 taillight, that have built in indicators and license plate holder, and is in fact completely road-legal. The special thing about is, is that it is integrated into the single-seat. The finish of this Triumph in a gorgeous dark green color in combination with glossy black, with all the little gold-colored details really distinguishes this build from any other Bobber we have seen so far.

Builder details:
UNIKAT Motorworks
Website
Instagram
Facebook
YouTube

The post Triumph Bonneville 1200 Bobber “K18” by UNIKAT appeared first on BikeBrewers.com.

..and now for something completely different
Yeah, we know. this is not a custom build!
However, riding motorcycles brings us all sorts of experiences. So why not veer off the familiar roads and go for a new adventure every now and then?

Zero FX
‘Experience electric’ is how Zero Motorcycles entices riders to make a switch and try out their electric motorcycles.
Having ridden a number of their machines under regular road conditions I was already up to speed to the advantages of moving away from combustion engines. It goes without saying there is still quite some room for improvement, but this has more to do with battery capacity and (international) charging infrastructures.

On average you will use up to 1% per off road kilometre. A full charge will offer you around 100km of muddy bliss. On tarmac you can add another 50 kilometre, but that’s on twisty roads or under urban circumstances. Highway blazing will empty your battery much faster without the advantage of regenerating while braking.

From a pure riding point of view electric motorcycles have come a long way over the past years and deliver (really) a lot of unadulterated excitement right from the get go. Having tried Several Zero motorcycles on tarmac, which is their natural habitat, I was delighted to receive an invitation from Zero Motorcycles European head office for some more nature.
I had to ride 250 kilometres South, not far from the border between Belgium and France where Thierry Sarasyn, a seasoned off road expert with loads of experience in motocross and enduro riding, was waiting for me with two Zero FX bikes in off road trim.

Technical
The Zero FX is a torque monster. It looks light and cuddly when you see it, but its powerful Z-Force brushless motor has you in for a surprise. It is centrally integrated into the frame and is factory supplied with carbon fiber belt drive connected directly to the rear wheel. The heart of the beast is the Zero Z-Force electric engine. It will deliver more torque than most 1.000 cc combustion engines straight from te starting line. The ‘7.2’ decal (removed on the bike in the pictures) indicates the 7.42 kWh force that is with you at all times. The motor dishes out a whopping 106 Nm of torque from 0 rpm. The Zero FX is much like it’s street-oriented FXS brother and contains most of the features/specifications but is definitely born from a muddier pedigree and is your best bet when seeking an extremely lightweight bike for some serious trail-blazing.

For off road purposes an electric bike is very attractive as it does not require more complicated technical maintenance after a ride than just spraying it off with water.

To go for the maximum bliss during off road adventures Thierry had prepped the bikes to match the situation. The belt drive was replaced by a chain and sprockets. Belts and mud are not exactly fond of one another. The rear sprocket has an impressive size. It dominates the rear wheel and is a clear indication we were in for some serious stuff. The ‘hugger’ protecting the belt was removed too.

Also proper off road foot pegs were mounted and the handlebars were fitted with hand protectors. The front suspension was given three extra clicks extra compression damping and spring pre-load was upped two notches. The USD front suspension (Showa) is fully adjustable to fit any riders’ personal preference or the terrain to be conquered. Rear suspension pre-load was also given two notches extra. Front suspension travel is 218mm, the rear will give you 227mm.

The Italian (Pirelli Scorpion) rubber was replaced by Bridgestone AX41 tires. These offer sufficient grip in the dirt and are pleasant on the hard surface under regular road conditions. Moving from one track to another by riding on the road was a cinch and without heaps of mud hitting your face when following your lead. As can be expected the latter set will be noisier on the road. So if yo end up riding more on hard surface, the Pirelli’s are an excellent choice covering the 21″ front wheel and the 18″ rear rim.
If you go for even more serious off-road adventures, consider replacing the front fender for a decent motocross style version. For this day it was fine however. Having said that, By the end of the three-hour ride the rust had been washed away by a wave of testosteron and i found myself doing stupid stuff similar to my antics as a teen.

Complementing the high-tech structure of the Zero FX motorcycle is a blue LCD dashboard with minimalist design. The display shows the bike’s speedometer, battery level, power output, and projected recharge time as well as temperature and ride profile. That’s all you really need.

A mobile phone can also be connected to the dashboard to configure the bike’s performance and behaviour though Zero Motorcycles’ mobile app.

Off we go!
About twenty years ago I sold my last dirt bike as it became increasingly difficult to enjoy off road riding without having to spend two hours in the car to be able to ride. The Northwest of the Netherlands is not exactly densely populated with decent dirt tracks.
So climbing aboard the Zero FX with the prospect of some proper off road riding was a trip down memory lane for me. It filled me with excitement but also with some doubts on how well (or bad) I would do on two wheels in the dirt. Even more as this would be the first time on an electric motorcycle. Being the rusty off-roader I am, the pictures will not give you the professional spraying of mud you’d normally see in reports from find this to be their natural habitat unfortunately. But then again this piece is more to show that this kind of riding is availalable to all of us easily and on just the Red Bull sponsored high-flyers.

From the moment we left the tarmac and headed off on the first narrow muddy path a sense of exhilaration took over. Even though it took me about an hour to get back into the basic art of standing up and throttling through mud, sand and water, I enjoyed the experience right from the start.
An important building block for the positive encounter with riding surrounded by nature was the fact I did not have to concentrate on switching gears anymore. That is one of the great advantages of using the electric option for such an occasion. You just (carefully) twist the throttle and off you go!

There were two valuable tips Thierry shared with me when we headed off; put the bike in ‘Eco’ mode rather than ‘Sport’. This will give you a sufficient amount of power at any given moment and it will help you hitting ‘magnetic trees’ along the track involuntarily if you give it way too much power. So just make life easy on yourself and start up in this mode, when you are used to the bike you can take it up a notch and enjoy the next level.

The second tip was to switch of the ABS braking system. When off-roading this is not the sort of assistance you’d be looking for. Shutting down the mode was easy. A simple ‘burn out’ in the wet gras for a few seconds would send the ABS assistants away for a break.

This bike, geared toward the “adventure segment,” which is loosely defined as semi-off-road focused, is a true pleaser. It will give you instant joy on most terrain. Mostly, because it will give you maximum torque from a standstill. Even in the ECO mode it can be a serious handful in the dirt. You’ll find yourself spinning that back tire if you just open the “throttle” and go for it.

Smiles all over
With the ecstasy level rising with every mile covered there was one specific element that added to the excitement of the ride.
As we were zooming along tracks open to people walking their dog or just enjoying nature, it was stunning to encounter just friendly smiles and thumbs up. Try riding those paths on a regular noisy dirt bike. You will definitely not make a lot of friends on the way.

This was a totally opposite experience. The absence of noisy engines and unpleasant exhaust fumes made it a delightful experience for both riders and passers-by.
What a great way for all of us to share the joy and feel good about it.

After cleaning the bikes we rode back into town and I got back on my Triumph Thruxton caféracer still soaked to the bone and with water sloshing ankle-high in my boots. Nevertheless it was impossible to wipe the smile of my face during all of the 250km ride back to Amsterdam.

Special thanks to:
Zero Motorcycles
Thierry Sarasyn for his patience and putting up with me. You are awesome!
Photography: Thierry Sarasyn for Motornieuws
MKC Moto
Belstaff
Bell helmets
BIHR
Richa
Stylmartin
100 Percent

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