by Daniel Patrascu from https://www.autoevolution.com Sometimes giving an old motorcycle a new identity is as simple as repairing what’s in need of repair, and simply slapping a tank from another bike on the existing frame. At least, this is how simple the crew from Paris-based Blitz Motorcycles make the whole process look. Unlike most moto shops out there, which go to great lengths to make crazy designs, this one has been making a living by restoring beat down, old machines and giving them a new life, possibly under a different name. Their builds are generally simple, lacking all the bells and whistles others like to adorn their bikes with. Case in point the 1976 BMW R60/7 shown in the gallery above, renamed Olive. The bike started off as all others from its range, but got a new engine, 600cc in displacement, because the owner had barely gotten the driver’s license and needed to comply with power output requirements. “We chose the 600 cc engine for this reason, being certain still that once he will be over the first 2 years of riding (and therefore be allowed to ride a more powerful machine), he will stick to this one. For good,” Blitz says about the engine. The entire bike has been rebuilt according to Blitz, as was the engine (it got new carburetors too) and the electric wiring. On top of the frame the tank is no longer a stock BMW one, but a hardware sourced from a Honda CB250. It is because of the color sprayed on this tank that the bike is named Olive. Other modifications made include the thermal wrapping of the exhaust pipes, new Firestone tires, new headlight, Triumph handlebars, and a custom seat. We are not being told how much the build cost to make, or where the motorcycle is doing its rounds now.

by Daniel Patrascu from https://www.autoevolution.com

Good or bad, expensive or less so, Harleys are meant to be customized. Even the bike maker knows this and not only allows it, but also encourages such endeavors, including within its own ranks.

In April, a Harley custom motorcycle building competition ended, with a bike called Apex Predator taking the win. The competition, called King of Kings, was Harley’s way of rewarding its international dealers that build incredible bikes at times.

The Predator had to battle 14 other motorcycles from around the world to get the popular vote. The one here, called Sport Rod, is one of those 14. The motorcycle started life as a standard Forty-Eight, but was turned into something else by a Benelux dealer called Motor Saloon.

The shop went for an “impressive, dark and sleek hot rod” look, and the first step to achieve that was to lower the ride height and replace the standard tires with flatter ones. To fit better with the new stance, the mudguards too were modified and lowered.

The custom hardware that has been added includes the tank, taken from a Sportster Custom, the headlight visor, a chin spoiler and, of course, the dedicated saddle. The crew also fitted LED turn signals for maximum effect, but most importantly, the color scheme chosen for the bike – a combination of Vivid Black and Silver Denim – leaves no room for interpretation when it comes to what these guys were going for.

The engine of the motorcycle was left pretty much untouched, but some of the hardware it needs to breath properly has been improved: there’s now a new air filter and straight exhaust pipes.

The Sport Rod seen in the gallery above is street legal and it cost no more than €6,000 ($6,500) to make. Although there are no plans to turn it into a production Harley, you now know your local dealer could build something like this if it wanted to.

In the meantime, I needed to install the Morris Mag, decide on a carb, install the front brake, finish a handful of welds, work with the guys at Bates on a clutch cable, make an old clutch lever work, hell, make the brake lever work and find a brake cable, take the springer apart and add Paughco inner springs, install the headlight and taillight, make a muffler bracket and mo’.

This is a 45 springer, front end on a Panhead frame, the frame seemed to go downhill slightly, and we wanted to level it. Although, I liked the downhill attitude notion, we had some concerns about ground clearance.

We had a couple of options. We could make a ½ inch spacer under the lower neck bearing, but that could cause lots of issues above the top bearing. Paughco makes an additional set of lower, inner springer springs, and I ordered a set. I was hoping to stiffen the ride and point the rockers down slightly.

I installed an old stock damper system, which made taking the front end apart more difficult. First, I jacked up the front of the bike and removed the front wheel. I took the rockers off and prepared to grease and install them properly.

Then I dug into my clamp drawer for a wild long clamp to compress the springs, so I could remove the top nuts without shooting springs all over the shop. It’s a trick, but it worked. I had to carefully remove the damper fasteners and pull it out of the way slightly.

I greased the front end like crazy after installing the new Paughco inner springs. I could also add some spacers to the spring landings to stiffen the ride and raise the front end. I prayed for surf and installed the inner springs, used the clamp to compress and to align the damper system studs. Interesting operation, with fingers and old parts in the balance.

It worked and I started digging around for the front brake parts. I had just enough wheel lugs to hold the brake drum in place. I discovered that the aftermarket star hub bearing caps won’t allow the lugs to slip through the hub like stock. I took scotch bright to the inside of the drum to clean and check the surface for deep scores. I could have had it turned if necessary. It seemed very clean.

The doctor bought this front brake system online, with dual cams for the new brake shoes. It would actually give a guy more front brake adjustment flexibility, which I may need to mess with in the not-to-distant future. Again, we could have sent this whole system to a company that turns drums and faces shoes for the best fit. I did this years ago and the brakes worked fantastic. We may still go this route. For now, we’ll pray for open roads and hope the shoes break-in to fit the drum like a champ.

I had a 45 front axle and some of the brake internal parts with the help of Paughco. When I studied the manual, I discovered two missing components, a large spring and a cork grease gasket. I found both in my parts lockers and the front brake system was complete except for the bored cable adjustment rod, cable and lever.

I had a stock arm to reach from the leg to the backing plate. It was cool, except one of the shoe arms rubbed against it. I took it off and ground the edge for clearance.

I started digging and found a cable adjustment tube, but it was the wrong thread pitch and I had to tap the tab on the brake backing plate. So far so good. Cables are always a trick and it’s always a good notion to err on the long side.

I adjusted the brake to allow even pressure on both shoes. That may change in the future. I also don’t like the return action. It’s not snappy, although I greased everything and operated it over and over to break it in. We will see.

Finally, I went after a different angle. I had lots of old stock style license plate, mounting systems stripped off bikes in the past. Jeremiah also had a very cool brass license plate ring and I went to work trying to make it all work. It did with supreme patience and lots of bending. I removed my original rusting headlight and replaced it with a Bates knockoff. The doctor ordered a smaller version, but it never arrived.

The clutch cable arrived from Bates after a couple of discussions with the experts. I quizzed them about lengths for stock systems of this sort. I didn’t trust my measurements. I also got a rusting lever and the correct pin out of my parts lockers.

Here’s one of the quirks. I didn’t like the clutch actuating rod on the top of the transmission. It didn’t align with the cable adjuster at all. That meant the cable would be constantly rubbing and wearing the cable strands. I found another clutch rod and started to modify it. Those bastards are solid ½-inch rod with a bend upward at the end and I attempted to straighten it with a torch and a vice. What a bastard, but finally I got it to align. So, nothing I was doing was stock. I also had to make sure it would clear the underside of the oil bag/battery box.

One more consideration with regard to the clutch cable. Running the cable from the bars to the transmission forces it alongside the engine at the base of the cylinders. It pushed against the shifter linkage and I needed to build a guide.

I tinkered around in the shop one depressing, foggy, Covid morning, while discussing the project with Deny. “Are you going to add some of your touches,” Deny said and that struck me and got me thinking about details. I figured a way to ship the sheet metal to the mastermind, while he hid out in the hills.

Sure, I would add some brass details. But nothing immediately popped to mind, then I started to dig around for a muffler bracket. I didn’t want to use the bracket that came with the pipe. I wanted something tight and right. This is what I came up with. The first brass touch.

The Bates cable worked like a champ. I adjusted it and could move to the right side of the Pandemic again. I started mounting and timing the mag.

Mags fit these puppies like so many other vital components, tight! At first, I grabbed an O-ring to seal the mag drive stem. It lifted the Morris mag about 1/8-inch. It ran into fins on the head and the cylinders. The mag body was already clearance slightly. I tried something else, still too tight. I made a gasket out of a cereal box, greased it and was good to go.

The original basket case came with a rough, aluminum hold-down plate. I modified it and improved the styling, but it needs another touch before final operation. I dug through a glass jar of feeler gauges and found a thick sprung one. I cut it and drilled it for a dice button and it was good to go.

Then I needed to decide on running a shorty S&S E or an old bronze Linkert rebuilt by Mike Egan 25 years ago.

One of the big questions involved the intake manifolds and what fit. The Pandemic had an O-ring Linkert intake manifold from Colony in place. I removed the straps and it fit like a glove. That sealed the deal. The S&S Super E would remain on my Dicey Knucklehead.

First, I tried to make sure the manifold was aimed level. Then I started to mount the carb. Linkerts, like Panhead are a puzzle and everything fits just so. I had the mounting bracket that ran off the engine case stud, but the stud had issues. The lifter blocks were aftermarket and you could not get a ½-inch socket or a wrench on the nut. I took the nut off the other side where I was working on a bracket to control the clutch cable.

With a punch I taped the stud through the case far enough that I could remove the nut, then the washers wouldn’t come off. And the stock, twisted mounting bracket wouldn’t fit on and had to be modified. And there’s a trick to mounting this bracket on the carb and on the case stud at the same time. Then, I needed to position the case stud to do the job on the left side of the bike, hold the bracket on the right side and hold the nut in a position so a mechanic could remove it. I machined a spacer and we were golden.

Next was the gas line, and I’m still undecided. I could install the stock, chromed filter system, but it gives us about four opportunities for a leak. I looked for a simple brass nipple and common inline filter. I need to hit Ace Hardware again.

And the latest issue is the throttle cable. The carb was just close enough to the frame motor-mount that the carb bracket wouldn’t come off. I could either remove the carb or file the motor-mount. I chose the latter. I had three old throttle plate mounts and played around for one that might work. I’ve still got a ways to go.

I wanted the carb to be in place and operational, so when the sheet metal arrived, I would be ready. We are getting really close.

Sponsors:

Paughco

NASH Motorcycles

S&S

Barnett Clutch and Cables

Bennett’s Performance

Lowbrow

J&P Cycles

Beware Fake Lindby Knockoffs
By Bandit and Charly

We’ve been working with Lindby for awhile and I’m surprised how often their product line surfaces. Their crashbar/cruising peg system has saved numerous rider and paint jobs. They make long distance runs more comfortable. And we’ve installed them on Indians, touring Harleys and Dynas.

Lindby makes the Linbar for Softails, Touring Harleys, Dynas with forward controls and mid-controls.

They make five different styles from the original Linbar, to the Twinbar, Multibar, Unibar and magnumbar. Check ‘em out on line. They build them for H-D models, Hondas, Kawasakis, Suzukis, Victorys and Yamahas.

CLICK HERE TO READ THIS TECH ARTICLE ON BIKERNET

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by Daniel Patrascu from https://www.autoevolution.com

The Harley-Davidson King of Kings competition revealed once more just how talented the people working for the bike maker’s dealers are. 15 incredible entries have been judged and voted back in April, and at the end just one emerged victorious: the Mexican Apex Predator.

But each of the builds that took part in the competition had something unique to bring to the table. In the case of this French-made machine, that something is the sharpness of it all.

The base model for the build, which is called French’n Cheap, was a 2019 Sportster XL 1200T that was lowered front and rear by means of an extended swingarm and a lowering kit on the fork. The 18-inch wheels on the bike are actually both front wheels, taken from an FLHX Street Glide, and modified in the case of the one fitted at the rear to be better suited for its new purpose.

The people behind the project, Harley’s dealer in La Rochelle, France, also tampered with the engine of the base motorcycle, something that was not all that common for the entries in the King of Kings competition: the powerplant was given Stage 2 Screamin’ Eagle camshafts, harder valve springs, and a new air filter.

The choice of paint and the way in which it was sprayed on the body, the sleek tires on the wheels, and the fact that all the cables are hidden inside the handlebars make the French’n Cheap look anything but cheap.

King of Kings was the culmination of the years-long Battle of the Kings. The rules of the competition called for the base motorcycle to be a Harley-Davidson, the modifications to be in the €6,000 ($6,500) budget, and the end result be street legal.

Just like the other bikes we talked about over the past week, the French and Cheap checks all those boxes too.

 

by Enrico Punsalang from https://www.rideapart.com

The pros definitely outweigh the cons, and the cons can be seen as part of the adventure!

To many motorcycle enthusiasts, motorcycles are merely toys. These toys come in many shapes and sizes—from sportbikes for spirited trackdays, to adventure bikes for weekend getaways with friends. However I’m sure it has crossed your mind, as a motorcycle enthusiast, to consider commuting to and from work, or to anywhere for that matter, on your beloved steed.

Undoubtedly, there are quite a number of cons—reasons for you to save riding your motorcycle for weekend leisurely rides. However, in as much as there are cons, there are twice as many pros—reasons why it is a good idea to commute with your motorcycle. So, I’m going to try to convince you that commuting on your motorcycle has quite a lot of benefits.

First, for a little context. I live in the Philippines, a country with one of the worst traffic conditions in the world. I’ve been commuting to and from work on my motorcycle for a couple of years now. I’ve practically seen it all as far as city commuting is concerned. From 40-degree summer heat, to torrential downpours in the middle of the monsoon season that had me chilled to the bone, I’ve managed to survive and enjoy commuting on my bike regardless of the situation. I’m lucky enough to have the option of driving myself to work in the safety of a four wheeled enclosure, also known as a car, when riding my bike is simply out of the question. However, the joy that motorcycling brings me seems to cut across the drudgery of day-to-day life (that’s one pro right there).

The Cons

I’m one to take my vegetables first, so let’s discuss the cons. Quite honestly, I don’t think the cons need that much enumeration. Of course, you have the exposure to literally all the elements. From sun, rain, snow (if it snows where you live), and not to mention the high levels of pollution in densely populated cities, you get a front row pass to experience all of these up close and personal. There’s also the increased chance of getting into an accident as opposed to driving a car. Us being on two wheels means that we’re more likely not to be seen, and the fact that we don’t have the protection of doors, bumpers, and airbags doesn’t help either.

Lastly, commuting on your motorcycle means you’ll be needing to change into your work or office clothes when you get to work. This can be a slight inconvenience, since you may even need to go as far as taking a shower before proceeding to your desk.

The Pros

You can practically go on and on about all the cons of commuting and actually riding a motorcycle in general. However given the fact that we are into motorcycles means that our wants and needs transcend those of mere utility. Don’t get me wrong, motorcycles offer a hell of a lot of utilities under the right circumstances. To give you a rundown of some of the pros which definitely outweigh the cons, for starters, commuting on a motorcycle means that you get to save money on gas with the added bonus of lower emissions (depending on what motorcycle you ride).

Of course it goes without saying that you would look utterly stylish rev bombing your way into your office parking complex, with envious coworkers giving you nods of approval. Kidding aside, riding your motorcycle will also save you a lot of time, especially if lane splitting is legal where you live. Now in most Asian countries, lane splitting is practiced by all motorcycle riders. However the legality of lane splitting is a lot murkier in America and in parts of Europe, so the time saving aspect comes with an asterisk.

Another pretty cool pro, especially for you folks who are trying to stay in shape, is that riding your motorcycle can be quite a workout. In fact, studies have shown that riding a motorcycle burns significantly more calories per hour, as compared to driving a car. Of course this number varies from person to person, as well as the conditions of the environment you’re riding in. I personally burn an average of 500 calories on a one-way ride to home from work, or vice versa.

Lastly, another pro that motorcycling gives you is something that can be difficult to measure simply because it’s a very personal thing. I’m sure we can all agree that our motorcycles are our pride and joy. We love every moment we spend with our bikes. So it’s definitely extremely beneficial for your mental health to do something you love everyday, right? Personally, riding my motorcycle to work everyday keeps me sane. It’s one of the few things I look forward to starting and ending each day.

So there you have it. I hope I was able to convince you to even consider taking your motorcycle to work tomorrow, or the next day, and the day after that. Motorcycling is truly an awesome thing, and it’s something I wouldn’t give up for the world.

by Daniel Patrascu from https://www.autoevolution.com

One of the deadliest military forces on the planet, the so-called Green Berets, have a wealth of gear at their disposal to conduct whatever missions Uncle Sam throws at them. But we’re pretty sure they never used this here bike, though.

What’s featured in the gallery above is a BMW R100 R from 1994. The R is one of the many variations of the R100 line the Bavarian bike builder begun making in 1976 as its last line of motorcycles powered by air-cooled engines. The line was discontinued in 1996, just two years after this model was manufactured.

And by manufactured, we don’t mean as you see it here. What sits before our eyes is the result of customization work conducted by a Paris-based garage that goes by the name Blitz Motorcycles. This group has been responsible for other interesting remakes of older motorcycles, mostly BMWs and Kawasakis.

In the case of German bikes, Blitz seems to have a soft spot for military-oriented names. Another build of theirs, also based on the R100 (in GS configuration this time) was called Black Ops.

This one here is the Green Beret, named so because it kind of looks like something the American Special Forces soldiers would use while roaming some desert in search of the enemy.

Painted in a combination of khaki green and black, the frame hides the original engine, only reconditioned to be better suited for modern-day use. Several bespoke parts were added to the BMW, including mufflers, the black headlight, the rear loop and of course the seat. The most visible change is the fuel tank, of course, which in this case was sourced from a Honda CB 125 S.

We are not being told how much the rebuilding of the BMW R100 R cost, or where the bike eventually ended up. We’re pretty sure you haven’t seen it in a war zone, though.

This Memorial Day weekend is unlike any we have experienced. Traditional motorcycle events honoring those lost in military service have been cancelled or postponed around the nation. We at the Motorcycle Riders Foundation are forever grateful to our brothers and sisters lost defending the freedoms we cherish. These trying times are an important reminder that freedom isn’t free. As Ronald Reagan said, “Freedom is never more than one generation away from extinction. We didn’t pass it to our children in the bloodstream. It must be fought for, protected, and handed on for them to do the same, or one day we will spend our sunset years telling our children and our children’s children what it was once like in the United States where men were free.” As we try and return our lives to normal and spend time with family and friends, let’s all take a moment to honor those who made the ultimate sacrifice. We at the MRF wish you and yours a safe and happy Memorial Day. Ride Safe and Ride Free!

About Motorcycle Riders Foundation The Motorcycle Riders Foundation (MRF) provides leadership at the federal level for states’ motorcyclists’ rights organizations as well as motorcycle clubs and individual riders. The MRF is chiefly concerned with issues at the national and international levels that impact the freedom and safety ofAmerican street motorcyclists. The MRF is committed to being a national advocate for the advancement of motorcycling and its associated lifestyle and works in conjunction with its partners to help educate elected officials and policymakers in Washington and beyond.

Memorial Day is a day for admiration towards those that made the ultimate sacrifice for their country.

Memorial Day means more than just honoring those who died for their country on that day.

To me, it should be a reminder that we ought to appreciate these people every single day of our lives.

With Gratitude,

Dr. Hamster, DC

We’ve been working with Lindby for awhile and I’m surprised how often their product line surfaces. Their crashbar/cruising peg system has saved numerous rider and paint jobs. They make long distance runs more comfortable. And we’ve installed them on Indians, touring Harleys and Dynas.

Here’s the latest story. My grandson, the Hollywood tattoo artist, Frank Ball, has a buddy who thought he bought an original Lindby Linbar on Ebay. As is turned out it didn’t fit and was a fake. We ran across another fake recently. It was dangerous, made of light, thin-wall tubing. Beware. Frank steered his friend, Charlie to me and I hooked him up with the Lindby team. Here’s his story:

Here’s my account of what happened:

I ordered the original (fake) Lindbar off eBay, thinking $100 was too good of a deal to pass up. On arrival the bar didn’t fit, and it became apparent that it was a fake. The fitment was way off and looked like it had been spray painted flat black. Bikernet put me in contact with Henry, from Lindby and he offered to ship me the correct bar but couldn’t exchange the fake! They have a warranty program, but can do much with a fake. 

Their crash bar came in a few days, fitment was perfect, came with all necessary hardware, and looks great on my bike. I couldn’t rate my experience with Lindby any higher. 10/10 product and 10/10 customer service. I will definitely be recommending them to all my friends. Thanks again Henry and Bikernet for you helpfulness and generosity.

–Charly

I asked Charly a couple of questions regarding his experience, like how long it took to install the Lindbar?

I asked him what tools were needed and he told me: Sockets, open ended wrenches and Allens.

I asked him if he needed to modify his bike at all to accept the Lindbar, and he told me nothing needed to be moved, rerouted, or taken off. Bolted right up.

I wanted to know if there were any other considerations for other riders: “It adds width to your lower end. Keep in mind for parking and splitting lanes,” Charly added.

I asked him why we wanted a crash bar protective system like the Linbar, and he told me, “To protect my engine, highway comfort, add style to my bike.”

Finally, I asked him his impression after he went riding a couple of times. “I definitely have more confidence cornering. Took some getting used to splitting lanes. And the highway pegs are an added bonus!”

LINBAR – 104-1: For Harley Davidson Dyna Wide Glide, Fat Bob 1991-2018

$399.95

Your bike is important, so protect it without sacrificing looks or ground clearance. Our engine guards are designed to highlight the look of your motorcycle.

Lindby Custom, Inc. is proud to be the innovator and manufacturer of the original combined engine guard and highway peg. Whether you’re looking for protection, comfort or any of the other benefits from engine guards and pegs, the various LINBARS will give you all these benefits while making your bike look amazing.

We know that a great fit is absolutely necessary for any part, whether you choose chrome or black powder coat, we’ve made sure that all our products are made to fit your bike.

Installation is simple and can be done in minutes. We supply all the needed hardware to complete the installation.

Our engine guards offer:

Comfort for short or long trips.
Easy installation.
Improved look and follow the lines of the motorcycle.
Triple chrome plating or two-stage black powder coating.

You can add our clamp on pegs (sold separately) to our highway bars for even more comfort for the long rides.

Lindby makes the Linbar for Softails, Touring Harleys, Dynas with forward controls and mid-controls.

They make five different styles from the original Linbar, to the Twinbar, Multibar, Unibar and magnumbar. Check ‘em out on line. They build them for H-D models, Hondas, Kawasakis, Suzukis, Victorys and Yamahas.