Passion meets Precision 

In the ever-thrilling world of motorcycle customization, where passion meets precision, Triumph Motorcycles stands as a beacon of innovation. With the recent unveiling of their 2024 model of the Triumph Rocket, enthusiasts worldwide are buzzing with anticipation, eager to experience the next evolution of two-wheeled exhilaration. Yet, amidst the fervor surrounding Triumph’s latest masterpiece, there exists a tale of ingenuity and audacity that deserves its moment in the spotlight – the story of the Triumph Rocket 3R transformed by the visionary artisans at Roké Motors.

Masterpiece in the making

Picture this: a sleek and formidable machine, born from the marriage of cutting-edge technology and boundless creativity. This is the Triumph Rocket 3R, a powerhouse on two wheels, poised to conquer the open road with unrivaled ferocity. But for Roke Motors, the Rocket 3R was more than just a bike – it was a canvas begging to be transformed into a masterpiece.

“Why did you build this bike?” When asked, Roke Motors’ Chief engineer Bas Kentrop response is as bold as it is unapologetic: “No particular reason, just to prove it can be done.” It’s a sentiment that resonates with anyone who has ever dared to dream beyond the confines of convention, fuelled by a relentless desire to push the boundaries of what’s possible. And so, armed with nothing but his imagination and a thirst for adventure, Bas embarked on a journey to unleash the full potential (and more!) of the Triumph Rocket 3R.

Ideal canvas

The choice of the 2023 Triumph Rocket 3R as the base for their project was a stroke of genius. With its muscular silhouette and commanding presence, the Rocket 3R was the epitome of raw power, just waiting to be harnessed or perhaps even better, unleashed. “Because the bike standard is already a beast,” explains Roke Motors, “I want to turn it into a real monster.” And thus, the stage was set for a transformation of epic proportions.

Drawing inspiration from their past builds, particularly the 2017 Thruxton R compressor project, Roke Motors set about realizing their vision with unwavering determination. Their goal was clear: to enhance the Rocket 3R’s already formidable capabilities without sacrificing an ounce of its sleek and stealthy aesthetic. It was a delicate dance between form and function, requiring equal parts technical expertise and artistic finesse.

No boundaries

With no budget constraints to hinder their creativity, Roke Motors spared no expense in their quest for perfection. Low compression JE pistons, modified cams, and a TTS compressor kit formed the backbone of the mechanical upgrades, while fuel injectors with a higher flow rate and a modified fuel pressure regulator ensured optimal performance under any circumstance. Meanwhile, the integration of a boost-sensitive voltage clamp and custom-made software added a layer of sophistication to the bike’s already formidable arsenal.

 

But perhaps the greatest challenge lay not in the technical aspects of the build, but in preserving the Rocket 3R’s trademark smoothness and reliability. It was a challenge that Roke Motors embraced with gusto, pouring countless hours into fine-tuning every aspect of their creation to ensure that it ran as seamlessly as the original – if not more so. And in the end, their efforts paid off handsomely, with the Triumph Rocket 3R emerging from its transformation as a paragon of performance and poise.

Dream on wheels

As Roke Motors proudly proclaims, “the result” is what they cherish the most. From crafting bespoke software to overcoming unforeseen technical challenges, every obstacle overcome was a testament to their unwavering dedication to their craft. And the result speaks volumes – a Triumph Rocket 3R that not only looks the part but rides like a dream.

In the midst of Triumph’s latest Rocket offering, Roke Motors offers a tantalizing glimpse into a parallel universe where customization reigns supreme. Their Triumph Rocket 3R with a compressor stands as a testament to the enduring allure of motorcycle customization and the indomitable spirit of innovation. It is a machine born not out of necessity, but out of sheer passion and a desire to push the envelope. And in doing so, Roke Motors has created a true masterpiece – a beastly beauty that captivates the imagination and inspires awe in all who behold it.

Attention please!

From its meticulously crafted components to its thunderous roar on the open road, every aspect of the Roke Motors Triumph Rocket 3R demands attention and admiration. All elements work in perfect harmony to unleash an unrivalled surge of power, propelling the Rocket 3R into the stratosphere of performance motorcycles. And with fuel injectors boasting a higher flow rate and a modified fuel pressure regulator, every twist of the throttle delivers an adrenaline-fueled rush unlike any other.

But it’s not just the brute force of 360 Nm in combination with 307 Hp that sets the Roke Motors Triumph Rocket 3R apart – it’s the meticulous attention to detail that elevates it to a league of its own. The integration of a boost-sensitive voltage clamp and custom-made software ensures that the bike’s performance remains consistent and reliable, regardless of the conditions. From city streets to winding mountain roads, the Rocket 3R handles with the grace and precision of a finely tuned instrument, effortlessly carving through corners and devouring straightaways with equal aplomb.

We had the extreme pleasure of riding the Rocket on winding country roads. The handling is superb and the combination with all that raw power available at the flick of your right wrist turned the ride in to a thrill. 

Next level

Yet, for all its power and prowess, perhaps the most remarkable aspect of the Roke Motors Triumph Rocket 3R is its ability to retain the essence of the original while pushing the boundaries of what’s possible. From a distance, it may appear as just another Rocket 3R – sleek, stylish, and unmistakably Triumph. But beneath the surface lies a symphony of innovation and engineering excellence, waiting to be unleashed with the twist of a throttle.

As the motorcycle world has recently been heralding the arrival of Triumph’s latest 2024 Rocket offering, Roke Motors stands as a shining example of the boundless potential of motorcycle customization. Their 2023 Triumph Rocket 3R with a compressor is more than just a bike – it’s a testament to the enduring allure of the open road and the indomitable spirit of those who dare to dream. And as riders around the world embark on their own journeys of discovery, one thing is certain: the legacy of the Roke Motors Triumph Rocket 3R will live on, inspiring generations of enthusiasts to push the limits and chase their wildest dreams.

Out of the silence, a screeching sound and a sudden wobble wake me up in an uninviting way – the train is reaching its next station. I’m on my way to Munich, where the all new Indian Scout will be revealed, the second iteration of the model that revived the long gone legend. 

My lack of sleep goes back to another machine of the american brand, a friend’s 1928 Indian Scout 101 that we have been working on these last days (Bernhard Elflein, Herzbube Motorcycles, Revival of the machine: Herzbube’s Indian Scout 101 | Bike EXIF). He’s had the 101 for ages, one of those perfect, hard to finish projects. We spent long hours giving the old Scout its life back, the perfect anticipation to seeing the new icon, almost a century after its forefather was first brought to life. Midnight wrenching proves to be a great metaphor to describe the character one could associate to Indian: a restless, driven, maverick attitude. And I’m about to find out what has been made out of it.

Meeting other attendants upon my arrival already gives a small preview of what could be expected: actors, racers… a wide array of backgrounds with a motorcycle brand as the touching point. Unusual, considering the homogeneity that brands tend to breed. But nothing about this reveal seems to be usual in any way. The chosen place for the occasion: Motorworld Munich, the automotive mecca of the German city, a huge event location packed with the rarest, most impressive machines of recent history. 

Soon after entering the room where the reveal will take place, we notice the covered silhouettes of the bikes we are here to see, parked on the side. Standing in the center, another beauty of early Indian years, this time courtesy of the Indian Motocycle Club Germany. You read that right, Motocycle, without the r, as read on original bikes. Indian people have been riding their lane since the very beginning, when attempts to register the full name led to dodge regulations by letting a letter out of the equation. Clever gentlemen. Christoph – caretaker of the old machine above – also had plenty of other stories to share. It seems like you might meet the nicest people on a Honda, but those with the greatest stories ride an Indian.

After warming up the atmosphere, those responsible for the launch take the stand to introduce the brand and the man leading its renewal, Ola Stenegärd, who guides the public through the creation of the latest machine, in a way very appreciated by anyone with a background in design or motorcycle building. In Ola’s words, the team focused on timeless aesthetics, concentrating on making stuff lean and clean while always keeping customizing in mind. The inspiration? The hot rod scene with legendary cars like Zephyrs, and the unmistakable lines of the original Indians. The design of the new Scout was considered through every layer, giving attention one can notice in every read: from afar, closer or in the smallest details, in the words of the designers.

All the anticipation leads to the covers being finally removed, revealing five models based on the new Scout: the Scout Classic, Scout Bobber, Sport Scout, Super Scout, and 101 Scout (a homage to the original 101, called the best motorcycle Indian ever made). All five share the same tubular frame design that has cleaned the overly heavy, casted feel of the previous model, a design that favors a connection to the vintage Scout and the current Chief. It now features a smaller radiator between the downtubes, neatly integrated rear shocks and that classic Indian downtube line. Features like shock travel, fenders, seats and wheels vary across the line, just like the final trim the customer can choose.   

The new engine – called the Speedplus – has been completely redesigned, bored out to 1.250 cc and now pulls between 105 and 111 horsepower at 7.250 rpm, with 108 Nm of torque at a slightly lower 6.300 rpm. Many will miss the machined engine covers that contributed to the industrial look of the first modern Scout, but there is a general smoothness the bike has in its lines, angles and details that feels coherent and thought through. A very clean look altogether. Of course, it’s not the 1930’s anymore and no manufacturer will offer an exhaust system that doesn’t look like it belongs as a fuel tank in a multiplanetary rocket, but considering everything, the job done is more than acceptable.

Making a bike look like those built 90 years ago only goes so far, and so does losing oneself in poisonous terms like heritage. Throwing some chrome on everything won’t make anything better, neither will doing as if not a single decade has passed, and I think Indian have managed to create a modern machine that knows where it belongs, while not forgetting where it comes from. They put their hands in the fire and cast one hell of a piece out of the heat. Judge for yourselves.

Check out our impressions of the new Indian Scout launch on YouTube!

Intro

If you follow us on Instagram, you may have had a little peek at the Royal Enfield Shotgun 650 already, either at the release event last month, or maybe you saw the stories this weekend. I got to test ride it for the weekend, and what fun I had!

The fourth motorcycle in the line-up on the 650 twin platform sits somewhere between its siblings, literally. The Super Meteor 650, with its more laidback, cruiser riding position, sits on one end of the spectrum. The Continental GT and the Interceptor on the other with a sportier, forward-leaning position. The Shotgun fits right in the middle, with a comfortable, upright riding position, allowing for a 90 degree bend in the knees. 

First Impressions

The engine is what we expect from Royal Enfield, a 648cc twin without annoying vibrations and a meaty midrange. It pulls away nicely, and you would not know that you’re sitting on 240kg of steel with only 47 horsepower. This is due to the evenly spaced gear ratios. The power is always there. Further, due to the 25.3 degrees rake angle and the 18” front wheel, it is easy to tip the bike into corners and with its low centre of gravity, you’ll be scraping pegs before you know it! And if it gets too exciting, the 320mm front and 300mm rear brake with dual piston calipers do their job. They are perfectly adequate for city riding and country lane touring.

Riding Experience

The reliable twin gets up to highway speeds easily, and sits there comfortably. And this without a wind or fly screen! I blame the comfortable riding position. The seat sits at 790mm, and for my tall ostrich legs, I could do with a few more centimeters of padding, especially after a few hours in the saddle. This butt-numbing experience was exacerbated by the rear shocks being set up for an average rider weight. Something I have never reached. The front end is a whole other story, the 5-step adjustable upside down Showa forks handle any unevenness in the road surface well. Trust me, I have put the suspension to the test. Some of the roads in the countryside in Berlin give the impression that they were last maintained when the wall was still up. With all that mixed riding, it still only used 6.6L/100km. And I am sure you can get a lot more out of it when you’re cruising at a leisurely 100-110 km/h. I will not let my sore bottoms affect my judgment of the bike, it is just a head’s up for those that do not fit into the average rider category to consider making some adjustments.

A Platform for Customisation

And that brings me to what this bike really is. A base, a platform, a blank canvas. But a really cool looking one to start with. The Royal Enfield Shotgun 650 comes in Sheet Metal Grey (€7590), Drill Green and Plasma Blue (€7690), or a two-tone Stencil White (€7790). The slogan for this model is “Inspired by custom. For custom.” Royal Enfield really invites and encourages you to give this bike a personal touch. To get started with that, they offer 31 additional parts to mix and match to your liking. I can really recommend the round bar end mirrors. Not only do they complete the look, they function too! Because, looks first, safety second! No wait, safety first! The finish of these mirrors is excellent, and I think they complete the look of the bobber. Further accessories include indicators, seats, crash bars, and even billet aluminium wheel sets (hot!). What is missing in my book: exhaust options! I would love to see how a shorter, sportier exhaust would look! I like the dull sound of the pea shooters, it is decent and pleasant for city riding, and it does generate a nice roar when you open up the throttle. What I would be keen to try is the bolt-on subframe with luggage rack and pillion seat. This innovative design allows you to switch between practical setups without compromising the style in no-time.

Photo: Casper van der Ven

Photo: Casper van der Ven

Nifty gadget

Talking about practicality, Royal Enfield has developed an app that connects to the bike via BlueTooth. You can tuck away your phone, charge it in the onboard USB socket, and it will send directions from the app to the turn-by-turn digital navigation unit. A neat feature, and especially in the city it functions really well! The app is based on Google Maps, and includes the “avoid highways/tolls/ferries”-options. Well done Royal Enfield! 

Photo: Casper van der Ven @Craftwerk Berlin

Photo: Casper van der Ven @Craftwerk Berlin

Conclusion

In all, I had a really great time on the Royal Enfield Shotgun 650. It is surprisingly nimble for a bike in its weight class, the comfortable riding position allows both for relaxed cruising/touring and more active riding, and the engine is smooth. An excellent bike for people looking to get (back) on a bike, for people who want to express themselves and their creativity without having to learn how to weld or fabricate parts, and for people who just want a reliable, comfortable, and fun ride without breaking the bank! 

 

Intro

It was a first for the BikeBrewers team. As a concerted effort four members tested a great variety of Rusty Stitches gear.

The manufacturer was keen to have riders test their apparel in all kinds of circumstances and asked us to give our honest and unadulterated opinion.  They shipped us a broad selection of their gear and we had some fun with it all over Europe and the Middle East. 

Pictures paint 1000 words and video does the rest. We decided to go Full Monty on this one with ‘both unboxing (Ron&Yvanka, Casper) and review videos (Ron: Jari V2 & Neill, Adnane: Cooper & Carl Thomas, Yvanka & Ron: Cliff, Joyce V2 & Claudia, Casper: Jari V2, Zack, Paolo). Don’t forget to check them out. We hope you will enjoy watching them as much as we had fun producing them.

International!

Yvanka took the Joyce jacket, Gloria V2 trousers, and Kathy gloves all the way to a Kawasaki press event in Italy. After some rides in his home country the Netherlands, Adnane shipped the Dorian and Cooper jackets, and the Johnny gloves to Dubai where he is currently residing. 

Casper had scheduled a roadtrip from his home in Berlin all the way via Italy to Wheels and Waves in Biarritz, donning the Jari V2 jacket, the Zack gloves, and the Paolo shoes. Ron decided to take the Cliff suit to go storm chasing, ending up in torrential rains in Belgium and France. Fortunately he managed to find some sunny weather to enjoy the Jari V2 caferacer jacket later. 

The Joyce V2 Women’s Jacket Review (Yvanka)

The jacket has a very flattering, lightly tailored fit. It has some very feminine yet tough looking stitching on the back. I received the black version with the pink patches on the shoulders and the yellow and blue stripes on the upper arm. In all honesty, I would never have picked that colour myself. 

So it was quite a surprise when I opened the box (check our unboxing video). But it grew on me, the more I wore it. It has a girly ring to it. But that does not have to be a bad thing, of course. And it actually matched quite nicely with the titanium coloured Indian Chief Bobber I rode at that time. I also took the jacket with me on a trip to Italy, where I got invited by Kawasaki Italia to ride their complete motorcycle line-up. We rode for hours. And while you would think of sunshine and warmth, when you think of Italy, well… we were not that lucky. It rained, almost the entire time. Mostly drizzling rain, mixed with some heavier downpours every now and then.

And that might have been the biggest surprise about this whole Rusty Stitches outfit: it actually kept me dry! This is something I really did not expect. I guess the wind while riding was enough to keep it sufficiently dry to not leak through. And I did not get cold either. So, that was a huge plus for the Joyce V2 jacket.

Pros: Styling, fit, surprisingly weather proof
Cons:

Jari V2 Men’s Jacket Review (Casper & Ron)

I (Casper) got ‘lucky’ enough to test the Jari V2 in all types of weather, heat, cold, sun and show. By now I have worn the jacket for over 5000 km, between 2C and 35C, and from sunshine to torrential downpours. The leather is soft and supple, and the fit is excellent (185cm, 70kg, size Medium). The jacket offers sufficient mobility on the bike and simultaneously creates a feeling of safety in case you inadvertently find yourself coming off the bike. It comes with elbow and shoulder protection and of course there is the internal pocket for a back protector. 

It is big enough to fit even the thicker Forcefield armour. The ventilation on the chest and back are functional without compromising the styling. Similar to any unperforated leather jacket, avoid traffic jams in the peak of summer. 

(Photo by Cäthe Pfläging)

When you find yourself in fresher weather or out late, pull the liner out of your bag! It packs small for easy stowage and zips in easily. And if you catch an unexpected rain shower, this jacket will hold up for a bit. In all, it is a true three season jacket! 

(Photo by Vincent Burger)

What can I (Ron) add to my fellow BikeBrewer? Having led a motorcycle life for many decades I have been able to try out many different jackets in all sorts of styles, materials, fits etc. Rusty Stitches would not have been my first ‘go to’ brand for a street cred cafe racer jacket, until I received it and put it to the test.

Yes, it has everything Casper has claimed above, but also, the reactions I got from fellow riders while wearing it, gave me the confidence to state that Rusty Stitches have done a pretty good job.

Pros: Styling, fit, CE level 2 protection, three seasons.

Cons: Limited ventilation in the peak of summer.

Rusty Stitches Dorian Men’s Jacket Review (Adnane)

The Dorian jacket from Rusty Stitches is a blend of vintage style and modern functionality. The matte finish exudes a high-end feel, appealing to classic bikers with a contemporary fit. The 100% soft cow leather construction provides a luxurious touch, while the satin lining makes it exceptionally comfortable. 

The CE-approved elbow and shoulder protectors, coupled with the universal back protector pocket, prioritize safety without compromising comfort. The adjustable features at the hips and wrists, along with the modern fit, enhance the overall riding experience. The jacket’s four pockets, both inside and outside, offer practical storage. The Snap Claws add a nice touch to the design.

Pros: Stylish matte finish, high-quality leather, comfortable satin lining, CE level 2 protection, adjustable fit.
Cons: Limited ventilation for warmer days.

(Photo by Vincent Burger)

Singing in the Rain in the Cliff suit (Ron)

It was an early summer morning. Very early actually.
I had to be way down in Belgium at 8AM that morning. A three-hour ride for which I had to be on the road way before commuters were having their breakfast cereals. 

With over 40K+ motorcycle kilometres annually I am used to all kinds of weather and the forecasted rain looked perfect to test the Cliff pants and jacket. After all it is advertised as “The ultimate adventure jacket for a fair price.”

Humming the Cliff Richard song ‘Summer Rain’ I set out for my trip. After an hour the rain set in and it ended in a nightmare of torrential rain for the remainder of the trip. Water splashing down from the black clouds and washed left and right from spray coming from trucks ahead and while passing them.

The suit was brave and the membranes managed to keep me quite dry for an hour and a half. After that it just gave up and let it go. Honestly, there was no other way. Even suits twice the price will give you a similar experience. 

So kudos to Rusty Stitches for being able to give more expensive brands a run for their money. It is a very good package for the price you pay.

(Photo by Vincent Burger)

Pros: Definitely water proof for ‘normal’ rainy circumstances. Very good membrane and both the jacket and pants have easily removable layers for warm weather. Good ventilation options

Cons: The waterproof membrane did not have elasticity at the wrists. Taking the jacket off resulted in tearing off the little loops with clips on the inside of the jacket sleeves to keep them in place. Those loops could also be a bit sturdier by the way.

(Photo by Vincent Burger)

Rusty Stitches Cooper Men’s Jacket Review (Adnane)

The Cooper jacket seamlessly combines retro aesthetics with contemporary safety features. Crafted from 100% Buffalo leather, it exudes a nostalgic charm. The removable thermal-padded polyester lining ensures versatility in varying weather conditions. CE Level 2 protectors for elbows and shoulders provide robust safety, and the option to upgrade with a D30 back protector enhances the jacket’s protective capabilities. The adjustable features at the waist and wrists contribute to a customized fit, while the seven pockets offer ample storage space, including a dedicated phone pocket.

Pros: Retro look, CE level 2 protection, versatile thermal liner, upgradeable back protector, adjustable fit.

Cons: Limited breathability in warmer weather.

Rusty Stitches Ruben Review (Casper)

This mesh jacket is an absolute dream and comes highly recommended when the quicksilver passes 25C! The ventilation is excellent, as expected, and the fit is adjustable at the hips and wrists due to the velcro straps. The upperarm width is adjustable with two press studs, the underarm width unfortunately is not. This results in a shift of the position of the elbow protectors.

Rusty Stitches Claudia Trousers Review (Yvanka)

The fit of the Claudia V2 pants is a bit difficult for me. I have a small waist, but slightly stronger legs. So they are a bit tight around my thighs, but fit really well around my waist. They look good and accentuate your female curves. Which is always nice. 

We female riders may actually look like women on the bike, every now and then. Oh, and these pants are quite warm. A bit too warm maybe, for 30+ degrees ride outs in summertime. But very pleasant during normal European temperatures. 

The only ‘bad’ thing I have to say about the whole outfit, is that the stitches of the Claudia V2 pants are a bit, well… ‘Rusty’? Maybe it is because the pants are a bit tight around my thighs. But the seams opened up, and the stitches broke. It is not that I have to squeeze myself in them, they are not that tight. Just slightly, which should not have been enough to wreck the stitches. This is really the only thing I can think of, in terms of future improvements. 

Rusty Stitches Kathy Gloves Review (Yvanka)

My first impression: the material feels really, really good. The leather is of very high quality and even the gloves feel luxurious when you put them on (we think they are VERY sexy – other team members-). 

The design of the Kathy gloves has a ‘less is more’ look to it, and it definitely is more. They literally fit like a glove, which can be really hard with a pair of motorcycle gloves. They also look tough and feminine while wearing them. I am extremely picky when it comes to gloves. They play such a big role in the connection with the handlebars and therefore your motorcycle. Luckily, Kathy gloves and I were a match straight away.

Rusty Stitches Johnny Gloves Review (Adnane)

The Johnny motorcycle gloves exemplify Rusty Stitches’ commitment to style and comfort. Made from soft leather, they are ideal for riders seeking a retro or classic look. The Velcro closure ensures a snug fit, and the leather double-layered palm adds durability. The stretch at the wrist enhances comfort during rides, making them suitable for summer. The outer seams provide extra comfort, and the unique colours add a touch of individuality to the overall outfit.

Pros: Stylish retro design, comfortable fit, adjustable wrist closure, durable double-layered palm.

Cons: Limited insulation for colder weather. Not water-proof

(Photo by Cäthe Pfläging)

Rusty Stitches Zack Gloves Review (Casper)

Comfortable straight out of the packaging! They look cool, tough, and classic, and the leather is supple. Plus, the fit is excellent. There is minimal room for improvement, from great to perfect, perhaps? 

In terms of ventilation, I think that the perforations could be relocated to the sides of the fingers, rather than on the top and bottom. When you are gripping the handlebars, the air does flow in, but it cannot flow out, whereas perforations in between the fingers could improve airflow. In addition, the seams at the thumbs are exactly at the point of contact with the handlebars, which was a bit uncomfortable on the longer riding days. In short, excellent price quality ratio!

Pros: Design, fit, comfort
Cons: Stitching and limited ventilation

(Photo by Cäthe Pfläging)

Rusty Stitches Paolo Shoes Review (Casper)

Capable riding shoes that look good! Nice suede that does not require a break in period. I got the lighter coloured variant, which was rather quickly marked with the characteristic gear lever grease stain on the left shoe. They are rather thick, which makes them pretty warm in summer, great in spring and autumn, and hopefully rather safe in the event of a slide. Lastly, they are comfortable on and off the bike! 

Overall conclusion

Rusty Stitches impresses with their jackets and gloves. The blend of style and safety, along with the thoughtful features like adjustable fits and quality materials, sets these items apart. Despite the daily 130km commute, the extended tours, and the abuse of rainy weather, the gear exhibits durability and reliability. 

What is truly commendable is the affordable price point, making Rusty Stitches a standout choice for riders who prioritise both quality and budget. Whether you are partial to the vintage-inspired jackets or the classic gloves, Rusty Stitches delivers on style, safety, and value for money.

They are still a young brand, and we have been testing their gear since the beginning. We believe they are headed in the right direction. Keep an eye out for them if you want to look stylish for a comfortable price. 

“Tricolore” is the latest creation of XTR PEPO, which is short for extreme and Pepo Rosell…

Pepo is the owner and creator of XTR PEPO and ‘extreme’ sums up the philosophy behind his workshop – “Less business and more fun!! Because you must live the life…. Be Extreme!!!”

After creating radically customized Ducatis for more than a decade under the aptly named “Radical Ducati” brand, Pepo took some time off to rethink his life. The conclusion was however that bikes are his life, so he started again in 2015 with XTR PEPO – with the explicit goal to have more fun!

XTR PEPO has created quite a few beautifully customized bikes since then (have a look at https://www.pepoxtr.com/copia-de-pepo-s-legacy), mostly Ducatis still with the odd Bultaco or BMW thrown in for (more) fun…

Pepo’s latest creation is the Tricolore, yes a Ducati-based bike and yes clad in the three colors of the Italian flag – green, white, red, as a tribute to the first Ducati 851 Tricolore.

This is a ‘from the ground up’ build, starting with the frame from an early Ducati Monster 600, reinforced to withstand the increased forces it would have to deal with. The rear subframe was replaced by an aluminum Ducati 851 piece, and YSS delivered an adjustable rear shock made specifically for the bike!

The engine is a heavily modified Ducati Monster S4RS motor (999 Coppa Bassa engine), with for instance an aluminum TSS light flywheel, and XTR’s own high volume airbox adding horsepowers to the already impressive power of the original engine. The exhaust features spaghetti pipes topped off with Sil Motor Roche replica carbon fiber silencers.

The bodywork is inspired by and partly sourced from the Ducati 851, with an 851 fairing, modified to house a Cagiva Mito 125 Lawson replica front light, and a homemade Ducati 851 glass fiber gas tank, with a transparent stripe on the side so you can always check the fuel level…

The list of high performance components Pepo sourced for the Tricolore bike is quite long, with quite a few parts made in-house, such as all the aluminum fairing brackets, the CNC-machined clip ons, carbon fiber mudguard, or the hand-made seat and upholstery…

All in all, Tricolore, XTR PEPO’s latest extreme custom bike, is a really lightweight – 165 kg – and powerful bike, which should be a real joy to steer around the racetrack – while it’s also fully street-legal…

pictures – Sergio Cardeña

“The Nightcrawler” Honda CL500 with MOTOISM Plug&Play CL500 kit

In 2024 the Honda CL500 draws from 60 years of history. The first scrambler rolled off the assembly line in 1962, the CL72. This is the model that Dave Ekins and Bill Robertson Jr. rode down the Baja Peninsula in Mexico, setting the stage for the famous Baja 1000 rally that officially first took place in 1967. Since then, the engine volume has increased to 450cc’s in the mid 70’s before a 50 year hiatus in the CL production line occurred. Now the CL is back! In 2023 the Honda CL500 was introduced to the public as the fifth model around the 471cc twin engine. With similarities to the Rebel 500, it distinguishes itself from its popular brother by a more upright riding position, a high exhaust, larger cast aluminium wheels (17”/19”) and longer suspension travel. It puts out 34kW and 43.3Nm on a little under 200kg. 

(Image by Honda)

Overall a reliable bike that we expect from Honda, aimed to accommodate the people who do not feel at home on the cruiser, racer, adventure, or naked model that precede the Scrambler. Honda does offer an optional travel package, adventure package, and style package.  We think it could be a little more daring in design. This is where the MOTOISM team in Munich comes in. They too saw the potential. 

Enter the Nightcrawler

When faced with the Honda CL500, its latent potential beckoned to them. Teaming up with Honda Germany, they embarked on a mission to harness this potential, birthing ‘The Nightcrawler’—a manifestation of untapped attitude. The goal was to breathe life into the motorcycle, unveiling a spirited essence it concealed from the outset. This transformative shift was achieved through five meticulously curated elements that are now sold as a plug&play kit, facilitating a rapid metamorphosis of your CL500 within mere hours. 

The kit includes a lamp mask, fork covers with built-in LED indicators, a tail tidy with light assembly and license plate holder that really clean up the rear end, and a shorter front fender to give it a sportier look. The kit is available from the MOTOISM directly

In the case of this particular CL500, their dedication reached new heights. Alongside the development and integration of their Plug&Play CL500 kit, they sought the artistic touch of Andy Werner for a tailor-made graphic design. The enhancements encompassed the installation of an Arrow exhaust, mirrors, and tires, complemented by CeraKoted components, including the levers. The outcome? A bike that exudes a distinct customized aesthetic, yet demands less effort to replicate compared to a traditional custom build. This plug-and-play ethos, defining both their bikes and their parts, is a cornerstone of MOTOISM—a philosophy they’ve championed in the past and remain steadfastly committed to in the future. 

(All photos provided by MOTOISM except where noted)

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.

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.

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. 

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.

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: 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

The only custom show fully dedicated to Indian Motorcycles is gearing up for its third edition, with registrations open as of today!

The Budweis Custom Indian Motorcycle Show will take place again in České Budějovice – aka Budweis – in the Czech Republic, from June 13 to 16, 2024.

Ola Stenegärd, Director of Product Design for Indian Motorcycle, is a strong supporter of the show: “There isn’t much in life that gets me more excited than a custom motorcycle show. As a designer and custom builder, I really feed on that creative energy. As a long time Indian Motorcycle fan from way back as a kid, the growth of this show in such a short time is food for my soul.”

Registrations for the Budweis Custom Indian Motorcycle Show are open as of today, the organizers are inviting builders of all levels, from aspiring rookies to seasoned veterans…

You can enter your custom Indian Motorcycle for one of the seven classes:

• Indian Scout
• Indian Chief / Non-Fairing
• Indian Motorcycle Bagger
• Indian Motorcycle Vintage
• Indian FTR / Sportbike
• Indian Motorcycle ClubStyle / Performance Bagger
• Indian Motorcycle Freestyle

The ClubStyle/Performance Baggers class is new for this year, welcoming this exciting new trend to the show.

And the Freestyle class is also new, this is also the only category where entrants do not need to be road legal. However, entries in all classes must be able to start and ride their builds onto the podium to accept their awards.

Finally, one build will be awarded the Best In Show trophy…

The Budweis Custom Indian Motorcycle Show has gathered a really impressive judging panel to evaluate the entries for all these classes. Brian Klock, President of Klock Werks, is joining as President of the Jury. Brian – aka the “Godfather of Baggers” – confirmed taking this role for the 2024 Show, saying: “Indian Motorcycle is near and dear to my heart. Having been part of the aftermarket advisory team since 2014 and designing many of the limited editions coming out of the factory, just like Ola, a custom show dedicated to Indian Motorcycle is something I’m really excited about. I cannot wait to meet everyone at Budweis next year and see their craftsmanship and incredible skills.”

Brian will be joined in the judging panel by other dignitaries, including his wife Vanessa, Ola Stenegärd and Onno Wieringa (Official AMD World Championship photographer), to evaluate the entrants.

So if you want to show off your custom Indian Motorcycle with the chance to win a prestigious award in one of the seven classes, pre-register your bike between now and Friday, May 31, 2024, at: www.budweiscustom.show/#BCS24form.

And if you are not ready by that time, ride-in entries will still be accepted until Saturday, June 15.

For more information about the 2024 Budweis Indian Motorcycle Show visit www.budweiscustom.show

And in case you missed the 2023 edition of the Budweis Indian Motorcycle Custom Show, check out the Indian Riders Fest 2023 Official Video!

Enduroboxer…

Yes, what about it? The first BMW R80G/S? The airhead that jump-started the career of dualsport motorcycles and dominated the Paris-Dakar Rally? 

Yes, that one, on steroids! Or on a diet..? I’m not sure, let’s get into it! 

Intro

Inspired by German legends Fritz Witzel, Eddi Hau, and Herbert Schek, Manuel had the idea to enter an 800cc airhead into an enduro rally for twins >500cc. Not the obvious choice, since the airheads are neither particularly lightweight nor particularly powerful. Especially the ones that were originally assigned to the German Police Force. So what did Manuel do to this battleship of a bike to allow him to race in the enduro class and even become German national champion in the Interessengemeinschaft Enduro (IGE) class? 

The donor bike

He acquired the former Augsburger bike and reinforced the frame to allow for the abuse he was about to put it through. He designed, cut, and welded reinforcements to the steering head, the top tube, and to the swingarm attachment points. Then, he swapped the original twinshock for a later model paralever. This reduces the reactionary forces of the drive shaft construction and allows for the use of a centrally mounted rear shock. The top of that shock mounts to the main frame, rather than to the rear subframe, which was common standard on the original twinshock airheads. The current subframe Manuel built himself, and hosts the Maico seat and the SR Racing muffler, another weight saver. The elongated design allows for sufficient padding and shifting weight easily in rough terrain. A Preston Petty MX fender prevents the mud from collecting on top of the bike.

The modifications

At the front, all mid-1970’s components have been swapped out for more modern, high-performance parts. A WP AER fork sits in reinforced CNC aluminium triple clamps. These too Manuel designed and produced inhouse. Just behind that sits an aluminium petrol tank, kindly donated by a Husqvarna. The engine sits centrally in the frame and Manuel heavily modified it to suit his needs. Most obvious are the additional oil-cooler, the rerouted exhaust headers, and the hefty bash-plate. Yet something is off when you look at it. If you look closely, you will find that he ground off the top of the engine case, timing cover, and front engine cover to save weight. It currently boosts 880cc and puts out sufficient grunt to get Manuel across the finish line first. It’s not comparable to what a modern 900cc engine would put out in terms of power, but remember that these engines were engineered to be very rideable. They put out an impressive amount of torque across the rev range. And that is saying something! Especially when you consider that Manuel stands over 2 metres tall. Perhaps that’s the secret to his success. He found a niche where he can combine his height, his talent, and his wrenching skills, and compete at the top level. When you see him on his enduroboxer, he whips it around like a dirtbike!

Put to action

What makes the bike so special is that it has been built to ride, and that it is ridden. For many years now it accompanies Manuel at sport events, and they have experienced many highs and lows together (pun intended!). They have ridden the Erzberg Rodeo, Le Tourquet, and the many IGE enduro competitions. And still, it makes him happy to ride! About the bike in his own words [translated from German]: “The motorcycle rides great, it is really fun. One should not forget though, that I built it specifically for myself, and that I massively modified it over the years. A bike so fitting, I would never have been able to buy off the shelf.”

Inspired?

Now if this has tickled your fancy, or if one of our earlier posts about enduro or dualsport boxers did, get in touch with Manuel. During the week when he is not winning on the track, he is giving it his best in the shop. Over 130 frames have been straightened and/or reinforced by their hands. And if you look closely, you will start to see Manuel’s work in many other motorcycles. Frame modifications, custom builds, and parts, SWT-Sports is a one-stop-shop for getting the airhead of your dreams, especially when you’re looking beyond a bobber or cafe racer!

Photos provided by Manuel Schad

Timothy Somers is a relative newcomer on the motorcycle scene –  certainly compared to an oldtimer like me who got on a bike for the first  time in 1980… 

But he – and his company Powerbrick – have really started to make an  impression in this two- wheeled world, and certainly among aficionados of  the K-series BMW’s. That’s where the roots of the company are, the 80’s to  early 90’s K-bikes from BMW, with the big rectangular engine blocks  hanging under them – hence the name ‘Powerbrick’.  

Timothy started riding in 2018, got a motorcycle driving license and  bought a BMW K100 at a good price. This was at the same time as he quit  his job at his design agency, having worked on the design and  production of many different consumer goods.  

As the K-100’s styling was really not to his taste and he had the time, he  started customizing the bike in his shed almost right-away, designing and  then making the first specimen of the part himself. And put every stage of  the transformation on instagram, which pretty soon had a steady inflow of  followers, who then also started asking for him to sell them these parts he  had designed.  

Powerbrick – the company – was born. He started to have the parts  produced in larger quantities and selling them  though his insta page. As a professional designer, Timothy completely  develops his products on his computer in 3D-rendering. And these designs  can be sent right over to the factory to be moved into production!  

The parts-business actually flourished during the covid years. I guess as  lots of enthusiasts were stuck at home with a K-series bike in the shed, had the urge to make it perform and look better, had time to scour the Internet  for ideas, but then also the time to actually do something about it…

Most sales originate from Powerbrick’s Instagram presence, maybe a bit  via Facebook, but all without spending money on marketing! More  recently, Powerbrick started to promote the brand at motorcycle shows,  like the BMW Motorrad days in Berlin and the BikeShed MotoShow in  London this spring. 

As to be expected for an internet-era company, Powerbrick’s clientele is  truly international, with lots of orders from the United States and Australia,  and relatively few from its ‘home market’, the Netherlands. 

Over the past couple of years, more motorcycles were bought as a  development platform for his parts on one hand, and to show off the parts  that he is producing on the other. These motorcycles are then sold when  finished, making Powerbricks a custom shop on top of a parts design and  manufacture business.  

Last year (2022), Powerbrick realized two of such full custom conversions,  they are planning to do three this year and then keep on a steady but controlled growth path – 4 full conversions in 2024. Timothy wants to  keep full control of his customs, building them in accordance with the Powerbrick style and not limited by demanding customers. The Powerbrick set-up in Schiedam, in the Netherlands, reflects this very well: a spartan but well-equipped workshop – come office and warehouse – in a soon-to-be-torn-down industrial space, and just  Timothy and Sasza, his trusted sidekick, doing all the work…  

Powerbrick produces and sells custom triple clamps, subframes, air-filter sets,  headlight covers, tank caps, exhausts… All in all some 70 different parts,  all designed in-house, and produced exclusively for Powerbrick. Mostly for BMW’s K-series, but more recently they are expanding to the R-series  as well.  

And, right now, Powerbrick stands at the beginning of an exciting new  adventure, taking on Harley Davidsons. For the Amsterdam/Rotterdam HD  Dealer, Powerbrick is starting to convert 3 brand- new Harleys; a Sportster,  an adventure-touring model, but also an electric bike , the LiveWire. We  are excited to see what those bikes are going to look like!