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• The magic of honest mechanics
• Not really retro, not completely modern
• Edelweiss Motorsport BMW R 9T one
• Expresses more power than an HP 2
• 9T one weighs 10 kg less than the standard R nineT
• Rolling mill Intermot CustomBike Ducati Scrambler Icon
• Aim, turn in, go through.
• V2 snorts and trumpets splendidly
• Radical Guzzi Moto Guzzi “The Fugitive” 1380
• Surfing the torque wave
• Not for city traffic with stop-and-go
• ClassicBike Raisch Triumph Bonneville Alu-Racer
• Not nervous, not fidgety, stable and agile
• Sporty, but still relaxed
• Motorcycle Small Yamaha XJR 1300 Yard Built
• Painful cry from the exhaust
• epilogue
• BMW R 9T one
• Modification info
• INTERMOT-Ducati Scrambler
• Modification info
• Moto Guzzi “The Fugitive” 1380
• Modification info
• Triumph Bonneville aluminum racer
• Modification info
• Yamaha XJR 1300 Yard Built
• Modification info

Rivas

35 photos

Arturo Rivas

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Air, passion and love: these five air-cooled roadsters are reduced to the essentials – pure and puristic for unfiltered experiences.

Blacksmith

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Stefan Bronold from Radical Guzzi in the Upper Palatinate. The master mechanic packs pure power and many in-house components in Guzzis.

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Radical Guzzi Moto Guzzi “The Fugitive” 1380. Originally it was a Moto Guzzi Griso 8V.

markus-jahn.com

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Noble: delicate hump, Ohlins special spring strut in machined swingarm, clutch slave moved to the left.

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On the extreme side: 71 degrees steering head angle meet just as many (a few) millimeters of caster. That makes it very agile.

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Artful: tribal as a tattoo for the tank, artistically altered flanks with the logo of INTERMOT Customized 2016.

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Mild and wild, hard and delicate: harmonious proportions, steep Ohlins fork. A real manifold work of art flicks out of the L-Twin.

Blacksmith

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Scene connoisseur and scene great: For Marcus Walz there is no unsolvable task. The ex-racer is internationally renowned.

Arturo Rivas

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Intermot CustomBike Ducati Scrambler Icon by Marcus Walz.

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Powerful sound and expressive: Two full-sounding bags lurk on self-made elbows – like morays in a coral reef crevice.

Arturo Rivas

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A feast for the eyes and yet real driving machines. With tuned engines, noble chassis and high-end components, they are full of grace, elegance and power.

Arturo Rivas

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Edelweiss Motorsport BMW R 9T one. Originally a BMW R nineT.

Blacksmith

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BMW man through and through: Dirk Scheffer lives and loves the boxer with two and four valves. Celebrate successes in motorsport as a driver / tuner

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Rebel on wheels: really hot, downright horny, this crouched BMW! A power pack, visually slim and slim, with a special tank, solo seat, exclusive bends and light PVM wheels.

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Exposed: More than ever, BMW’s boxer is a statement with distinctive cylinders. Here with 1405 cm³ and a lot of punch.

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Refined shapes and colors: long and slim tank. Bordeaux red seat and white decorative lines as an homage to the R 32.

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Motorcycle Small Yamaha XJR 1300 Yard Built.

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Dominik Klein is an Aprilia and Yamaha dealer. And as a tuner perfectionist – “fussy” is a compliment when it comes to conversions.

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Gifted forms: if you see this machine, you want to drive it too, you definitely want to take the bull by the horns. Well-formed hump curves over hand-cut Bridgestone slick.

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Airy, light, delicious: Motogadget instrument, special triple tree set and adjustable handlebar stubs from BKG.

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Roaring pipe: ceramic-coated manifold with completely open Akrapovic silencer, racing swing arm from Over.

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The finest goods: radial Magura HC³ clutch and brake pump, handles and “keyboards” from Motogadget.

Arturo Rivas

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Five bikes, each a masterpiece.

Arturo Rivas

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The drivers also agree on that. Of course, a GSX-R, a Fireblade or an S 1000 RR could do almost everything better, and for a lot less money. But to be honest: this is about aesthetics, beauty and sensuality. Passion creates emotion.

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Everything LSL here: fork bridge and handlebar stub namely; adjustable Ohlins fork and Motogadget instrument.

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Beautifully simple, simply beautiful: the classic snap-on tank cap is absolutely hip on custom bikes these days.

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What a radical line! The color scheme (silver / green / brown) borrows from Guzzi’s legendary V8 racer. And the Tonti frame is really classic. Expensive: Beringer brake system, real leather seat.

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Gasps for air. And down on your knees. Keihin’s FCR flat slide valves are an ode to mechanics – and a real power boost.

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Form, function and the art of milling. The integrated digital ignition system is also in the self-made speedometer / rev counter.

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Art is in the details: wheel hubs milled from solid, self-made swingarm, polished, powerful stainless steel exhausts.

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ClassicBike Raisch Triumph Bonneville Alu-Racer.

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These family ties are responsible for the conversion: Rainer Raisch (left) is a renowned Triumph twin tuner with his sons Yannic (center) and Christopher.

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Like in the Roaring Sixties – only much, much stronger. The Triumph is the only retro bike in the comparison, a real cafe racer with an aluminum tank and aluminum hump. The exhaust hits.

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Quilted: This seat cushion is more elegant than what people usually have at home as a sofa.

Arturo Rivas

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And these bikes are a jungle of motorcycle passion. Enjoyment of movement, desire for sensual forms, pure experience of dynamism. Every curve is a source of happiness, every straight line a pleasure, every motorcycle meeting a stage. Unforgettable experiences, free in the wind, with air-cooled engines.

Roadster conversions from BMW, Ducati, Moto Guzzi, Triumph and Yamaha

The magic of honest mechanics

Edelweib Motorsport BMW R 9T one, Classicbike Raisch Triumph Bonneville Alu-Racer, Motorbike Small Yamaha XJR 1300 Yard Built, Radical Guzzi Moto Guzzi "The Fugitive" 1380 and INTERMOT custom bike Ducati Scrambler Icon by Marcus Walz live air-cooled passion.

L.uft, passion and love: these five air-cooled driving machines are reduced to the essentials; pure and puristic for unfiltered experiences. Tuned engines, elegant chassis and high-end components combine elegance and power.

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Roadster conversions from BMW, Ducati, Moto Guzzi, Triumph and Yamaha
The magic of honest mechanics

Air-cooled guns without plastic casing

Powerful, distinctive engines represent a core of five brands: Boxer, V2 – installed lengthways and crossways, twin and four-cylinder in line. They all proudly stretch mighty elbows into the airstream and prominently present their cooling fins. 

It’s the magic of pure metal. Air-cooled guns without plastic casing, chic and strong. This quintet hits a nerve. The spirit in the machine, here it can be felt, experienced in every fiber of the body. The old in-out game can be experienced visually: Where does fuel go into the cylinders, where does exhaust gas flow out? Comprehensible technology.

Not really retro, not completely modern

These sporty roadsters don’t just drive quickly in a circle or from A to B. They move, they drive. Equipped with sophisticated components from the Champions League of the international supplier guild. Even in the urban canyons they celebrate the special experience: in the universities, lectures are canceled spontaneously, kindergartens pull down the shutters. The Boys are back in Town! It feels a bit like London in the Roaring Sixties. Not really retro, not completely modern. But timeless.

Curtain up for a very special kind of sensual driving experience. Such driving machines fit into the era when cafe racers of the 21st century, not fake old-timers. Pure, but not puristic machines. Gasoline burns in big hearts: With up to 1.4 liter twin, consistently single-seater and with stub handlebars. Bend up for great experiences. If you can’t feel your heart beating here, you’re dead. The experience with a jet helmet on empty country roads is even more intense. But the Ducati and Yamaha remain just racetracks with open roaring pipes. Where unpredictable lean angles are waiting. So go ahead, rollout in Hockenheim.

Edelweiss Motorsport BMW R 9T one

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Edelweiss Motorsport BMW R 9T one at the Hockenheimring.

Tourers and travel enduros, currently also super athletes: RT, GS, are considered BMW DNA & S 1000 RR. In addition, Munich and Berlin, headquarters and production. But what is rolling here from Edelweiss Motorsport from the south of Essen – very close to the Ruhr – is a rebel on wheels. Black, slim, strong. “We are revolutionaries,” says company boss Dirk Scheffer about himself and his team. Together they build “BMWs with passion, working on boxer culture for the street and the racetrack.”

In 2014, the R nineT ushered in a new era at BMW, hip instead of plain. What then applies to this black beauty named R 9T one? The name should show: it is the real deal. It looks long and stretched, darting low down through the Sachs curve. This engine has real pressure. Over 140 hp, that shines. Sluggish used to be. In a lean position you can barely shift from second to third gear – the brawny boxer turns up so freely and abruptly. The gear / final ratio is short as standard. Sometimes you fidget in the rev limiter. Wow, how that pushes, at any speed! The tree is on fire. Not until Christmas.

Expresses more power than an HP 2

Forged pistons with a mighty 106.4 millimeters in diameter work in the gigantic jumble of cylinders, using special connecting rods to balance a fat 138 Nm of torque on the in-house long-stroke crankshaft: 1405 cubic meters! Awakening of power through the power of displacement: the Edelweib Motorsport BMW R 9T one delivers more power than an HP 2 Sport at any speed – it is considered the most powerful BMW series boxer and one of the most potent air-cooled engines of all time! No other of the five motorcycles here has their tuner crawled so deep into the drivetrain bowels. Edelweiss Motorsport is a powerhouse for Porsche, VW Beetle and, above all, BMW motorcycles. Boxer through and through. The tuning company produces everything in terms of engines itself or has it manufactured according to its plan: valves, tappets, bumpers, camshafts and crankshafts, connecting rods, pistons and so on.

Customers with two-valve boxers come from all over Germany and Europe, even from Australia. Only this Edelweib Motorsport BMW R 9T one is so far a one-off in the prototype stage. It celebrated its debut at Glemseck 101 in September 2014 and had to start a sprint race straight away. BMW provided logistical support for the project and supplied Edelweiss Motorsport with a pre-series machine early on, still with a sand-cast engine housing. It was about exploring the potential of the flat twin. After all, the R nineT is now the only remaining air-cooled boxer in the BMW range.

Heavily tuned, the 1400s tears in an infernal way. And that’s exactly how the boxer roars his immense power from the hydroformed exhausts from HP Corse. Striking, dull, sonorous. Especially without dB eater, which, according to Dirk Scheffer, brings a lot of extra power. Not that easy to drive, the R 9T one. It is almost too snappy on the gas and shows violent load change reactions. So it’s best to take a steady pull through the curve. With feeling in the right hand. Because in this boxer there is brutality. Anyone who thinks a BMW leads synthetically, without kick and emotions, does not know this. She is not everybody’s darling, but a beast, a beast. Loud, raw, real. But approved for the street. As long as you screw on mirrors and screw in dB-Eater.

9T one weighs 10 kg less than the standard R nineT

The 9T one weighs a delicate 212 kilograms, ten less than the standard R nineT. Not only the PVM wheels have a relieving effect. Despite the handlebar stub being clamped low, this low-flying aircraft steers easily and willingly. Circumnavigates curves precisely as if guided by an oversized circular stroke. Bridgestone S20s work great even on racing asphalt. HH Race-Tech supplied the shock absorber and modified the inside of the fork. Now the upside-down fork offers more reserves. It no longer sags so much – a weak point, see MOTORRAD 24/2015.

The accessory shock absorber works really well. Yes it is tight. But there is always good feedback and the asphalt relief is wonderfully transparent. Its burgundy-red feather, like the seat in that color, is a nod to BMW’s first boxer, the R 32 from 1923. The seating position behind the long tank (its shape is not yet final) looks stretched, a little submissive.

A sensually sharp line characterizes this over-boxer: There wasn’t much left of the rather rounded, pleasing design of the R nineT. Instead, a wiry, muscular figure stands here on the wheels, confidently flaunting its power. A BMW that turns on! Aggressive, technoid and horny. Next to the R 9T one, a series machine almost looks like a good secretary next to a dazzling drag queen. You forgive her that the cables and (brake) lines are a little provisional and that the handlebar fittings hit the front of the tank when turning. That’s what the R 9T one is like: a fiery lover – radical, erotic, absolutely fat-free.

Rolling mill Intermot CustomBike Ducati Scrambler Icon

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Rolling mill Intermot CustomBike Ducati Scrambler Icon.

Ducati‘s Scramblers have hit like a bomb: As the last remaining air-cooled models from Bologna, they are selling well. Casual, with wide handlebars and moderately studded tires. Unrecognizable what scene star Marcus Walz has conjured up from it. Because this roadster was a scrambler icon, now completely rebuilt. KolnMesse commissioned this motorcycle from WalzWerk-Racing as a promotional bike for Intermot Customized in October 2016.

Clip-on handlebars, short tail, uncompromising approach: zodiac sign greyhound, blood group adrenaline plus, wuppfaktor positive. Sporty, as befits a Ducati. The finest components, only the finest, reduce the weight to just 155.3 kilograms. A “Super Leggera”, this Ducati Scrambler, boldly presents its V2 engine, the L-cylinder. It romps in the weight class of single-cylinder supermoto. With his former company Walz Hardcore Cycles, Marcus Walz has already delivered custom Harleys to Hollywood greats such as Angelina Jolie and Brad Pitt, George Clooney and Keanu Reeves. Even well-known Formula 1 drivers and rock singers stood in line.

Aim, turn in, go through.

Marcus Walz is himself an ex-motocrosser and an active road racer. Therefore, motorcycles built by him should not only look spectacular, but also drive well. This is exactly what this extremely clean Duc does. You have the feeling of driving a 250cc. Petite but not tame, middle class but not lame, light as a feather, but not a toy, not for beginners. A delightful mix. It impresses with the finest finish while stationary, and pleases while driving. How it bustles around the corners! Aiming, turning in, through. The magnesium wheels from OZ Racing alone account for six kilos less. Metzeler Racetec K3 sticks to asphalt like chewing gum on the sidewalk.

Hui, that’s agile. Almost a bit wobbly in narrow, slower corners or when exercising too hard. Then you have to make minor corrections. Result of radical basic chassis data? The shorter Ohlins fork FG 43 of a Panigale R stands 71 ​​degrees steep (fork offset: 30 millimeters). The 17-inch front wheel provides a wheelbase of almost 1453 millimeters and an extreme caster of 71 millimeters. That borders on super agile. The series swing arm offers good mechanical traction due to its length. Walz modified it to accommodate a wider rim with a 190 rear slack. The specially designed Ohlins S46 shock absorber has little negative spring travel: the rear is at the top without a driver.

V2 snorts and trumpets splendidly

Despite adapting to the lower weight, the ex-Panigale fork looks taut. It does not ideally process successive strokes in rapid succession. Rear footrests allow good support, but the right lower leg hits the bends. Unsightly stains threaten. Handlebar stubs with racing rubber grips sit perfectly in the hands. So you put a lot of pressure on the front wheel. After a bit of free play on the lever, Brembos monoblocks anchor brutally on the milled fork feet, allowing very late braking. A third less manual force is required for the clutch slave, which is shifted to the left and has a modified deflection. This is the only way to get the gears into motion, but finding idle back in the pit lane is a bit tricky with the INTERMOT custom bike Ducati Scrambler Icon by Marcus Walz.

The straights look longer on the displacement Benjamin, and corners are not approached as quickly as on the 1.4-liter BMW racing car. The plan was to use the air-cooled Monster with 1100 cylinders. Then performance would no longer be an issue, at least 100 hp. But the modular system does not work, the scrambler has different studs. Therefore it remained at 803 cm3. Engine tuner Dietmar Franzen designed new camshafts, machined ducts and built in other valves. In sixth gear, MOTORRAD found just under 80 of the 89 hp it had already measured.

Result of the completely open exhaust system without counter pressure? The V2 snorts and trumpets splendidly. Since the test, this damn cool custom bike now has indicators, license plate brackets and a different exhaust, and is street legal. Visually, every detail is extremely crispy, the aluminum hump is a poem. Sinfully noble, this rolling advertising medium.

Radical Guzzi Moto Guzzi “The Fugitive” 1380

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Radical Guzzi Moto Guzzi “The Fugitive” 1380

A specialty of Radical Guzzi from Upper Palatinate is to implant modern four-valve engines in legendary Tonti frames, these ingenious triangular connections. So Stefan Bronold junior creates the modern interpretation of a Le Mans with all kinds of tricks, tricks and milled parts. With an open frame triangle and aluminum tank, of course. A clear line with exactly the same message: This is what a machine from Mandello del Lario should look like. An Italian woman who kneels in front of you. With harmonious proportions and great details, without appearing pretzeled. This machine, designed in the style of the historic V8 factory racers in silver, green and brown, opens hearts. It is called “The Fugitive”, in German: Refugee.

Five limited copies of the Radical Guzzi Moto Guzzi "The Fugitive" Stefan Bronold built it in 1380, the first went to Colorado in the USA, this one is Numero due. It would be the right getaway vehicle for many Guzzisti and also for the brand itself, just moving away from the current reluctance to buy. Colleagues from the sister paper “auto, motor und sport”, used to premium cars, sneak around in the underground car park: “Crazy, that’s just great!” They don’t even know that there are more than 1151, Instead, a full 1380 cubic meters are gathered: cylinders and heads come from the 1400 California, only the valve covers are original Griso again. Lived understatet.

Surfing the torque wave

Keihin’s 41 flat slide CR carburettors are fine mechanical works of art, they replace the injection. And how! Even with a standard camshaft, a sensational 141 Newton meters are possible with the fullest torque curve. There would also be an increase in displacement and tuning camshafts for 130 to 140 hp. Regardless, surfing the torque wave, this is where the platitude becomes reality. There is pure power between 2500 and 5000 rpm, the output increases from 36 to 97 PS. What an amazing center! Thrust as if the incarnate was after you. The “Fugitive” kicks you into the cross powerfully in the fifth. She smashes you out of the corner, fed up. From a driving point of view, this is probably the sharpest Guzzi in the last 20 years.

The V2 thuds, trembles and lives. From the two-sided roadster types with a counter-cone and a refined swing, a pleasant punch, rumbling V2 staccato comes out. The snorkeling of the open funnels is reminiscent of the unforgettable roar of a Norton Manx. New Guzzi engines lack space in the Tonti framework, such as the six-speed gearbox. That’s why Stefan transplanted the more compact five-speed gearbox from a classic Le Mans to the modern housing. The alternator is no longer between the cylinders, but back on the front crankshaft stub – behind an aluminum cover turned from a solid piece. The 180 tire on the spoked wheel requires an open cardan universal joint in the self-made swing arm.

Not for city traffic with stop-and-go

With the Radical Guzzi Moto Guzzi "The Fugitive" Thundering low through the curves in 1380 is a real experience. When the cylinder on the outside of the curve is vertical, you almost cry for joy. 222 kilograms of condensed experience. Damn the whole thing. Even and especially in an inclined position. Steering head angle 65 degrees, wheelbase 1475 millimeters. The Wilbers suspension struts work relentlessly and as hard as a rock. You let the tail jump over heels on the freeway. While the whole machine runs straight ahead, completely unimpressed and stubbornly stable. The then very thirsty 1380 easily turns 8000 tours. But when driving on the Autobahn, a lot of pressure builds up in the crankcase, which can be read from the finely distributed oil mist on the V2.

The dead-tight clutch is not for city traffic with stop-and-go traffic. Especially since the idle search at the traffic lights is annoying. Radial Beringer brake calipers bite strongly and easily on unperforated discs. The carbon-coated upside-down fork of an MV Agusta F4 does a good job. A lot of attention to detail (gap dimensions, countersunk screws) and the very high vertical range of manufacture speak for the radical Guzzi. It’s a dream on wheels: a beautiful motorcycle that drives enthusiastically. And when the flat slide snaps at your knees ten times, you can’t reach the side stand while sitting, the turning circle is immense – the Fugitive only makes one wish: to be able to sit on its brown leather saddle. 

ClassicBike Raisch Triumph Bonneville Alu-Racer

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ClassicBike Raisch Triumph Bonneville Alu-Racer

Bonneville, the name already has sound and charisma. And the motorcycle character of the same name. On the world-famous salt lake in Utah, legends were written on the hunt for speed. Here in 1956 Johnny Allen achieved a sensational 345.45 km / h in a slippery Triumph Twin. The commercial offshoot of this record-breaking motorcycle is immortal: from 1959, the T 120 with double carburetor was the ultimate sports motorcycle, a means of expression for the English rockers. When motorcycling became more and more of a rebellion against the establishment in the Roaring Sixties.

Okay, 120 miles per hour, as the type designation suggested, it didn’t even make it after backyard tuning and conversion to a cafe racer. But this is exactly where the traditionally built aluminum racer from the Triumph specialist ClassicBike Raisch from Rheda-Wiedenbruck, East Westphalia, comes in, the specialist workshop from the half-timbered town. As the private motorcycle of Rainer Raisch and his three sons, two of whom work in the company, the Classicbike Raisch Triumph Bonneville Alu-Racer is a technology carrier in the literal sense of the word. They pushed the 2006 model from 790 to 904 cm3 using a Big Bore Kit with Wiseco pistons. It’s casual on the side stand. The first time you press the button, the parallel twin comes up with the even firing order, runs nice and smooth, with stable idling. The foreplay begins.

Not nervous, not fidgety, stable and agile

Mechanically, the Twin runs smoothly like a sewing machine, does not roar too much from the singular exhaust bag. Its elbow bend touches down to the right. Only from the top does the sound get pithy. In addition, the flat slide chirps in their guides. These FCRs are more delicate than the Guzzi Keihins: The short-stroke throttle needs to be opened carefully if the flow is not to collapse. “Do it gently,” whispers Triumph. At the latest from the 4500 mark, the twin lets the muscles play, the inhibitions fall, turns and breathes freely. It spoils you with the right propulsion to the sporty exterior. 92 PS and 85 Newton meters come out of the push with the 196-kilo lightweight.

Reinforced clutch springs demand a tasty treat in the forearm. This is a bad boys toy, not a girls motorcycle. On top, the pulsation becomes hearty. Only at around 8400 tours does the rev limiter pinch. Then, beyond 200 km / h, a violent hurricane slaps under the jet helmet. Steadfastly, this Triumph runs straight ahead. Nothing wobbles there. The rear frame is reinforced, the aluminum box swingarm strong, the fork has a different offset. A steering head angle of around 64 degrees and a wheelbase of 1495 millimeters are obviously a good compromise. Not nervous, not fidgety, stable and agile. In the end, the Bonnie rides true to the line as easily as a bicycle.

Sporty, but still relaxed

It really is a driving machine: Christopher Raisch has already used it for sprints at Glemseck 101, but also uses this first machine ever converted by his family clan for alpine tours. Compliment. The perfect seating position goes well with the good manners: sporty, but still relaxed, you reach for the LSL handlebars and support yourself on milled footrests. Duck down as much as necessary, as little as possible. Simply cool.

The fine Ohlins fork is super seedy. A poem. But the struts also do a great job. This chassis is well done, does what it’s supposed to do one to one. The Brembo monoblocks, actuated by a Beringer radial pump, are fantastic in their effectiveness and controllability.

The Bonnie also cuts a fine figure when it is stationary – with elegant Kineo spoked wheels, the leather seat that is covered like a sofa and shiny aluminum on the tank and one-man hump. Wild Thing, you make my heart sing. ClassicBike Raisch bravely started in 2005, meanwhile hundreds of Triumphs have been converted. The new, water-cooled Twins and BMW R nineT are currently following. But the company’s figurehead is and will remain this aluminum racer. In this case, retro definitely doesn’t mean backwards.

Motorcycle Small Yamaha XJR 1300 Yard Built

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Motorcycle Small Yamaha XJR 1300 Yard Built

The motorcycle Klein Yamaha XJR 1300 Yard Built is a highlight and counterpoint in this selection, a real splash of color in the quintet: only four-cylinder, only non-European, only colorfully painted machine. It only subsequently slipped into the test field. Luckily! She got out of the van at five to twelve. And the test started at noon on the same day.

A first cursory glance: it doesn’t seem to have done that much. How can you be wrong? With this motorcycle Dominik Klein from Dillingen won the international Yamaha Yard Built competition for the XJR 1300! But in the back yard (yard) he certainly did not build this winning type of four-cylinder. Everything is far too noble for that, the details are too perfectly coordinated. A lot of fine-tuning, which only becomes apparent at second glance. That is the secret.

Otherwise: don’t be fooled! This 1300 series engine is difficult to push. But when you are driving it has a completely different effect: In the first corner you turn inwards because you don’t expect such good handling. The light forged PVM wheels certainly have their share in this, reducing the rotating and unsprung masses.

In addition, the cut slick at the back in combination with the rain tires at the front allows extremely tight radii. The extremely grippy tires awaken a potential that one does not think possible. Blessed with fantastic grip. A bolide that drives light and airy. 219 kilograms is a damn good number for such a big bike. Just like a steep 67 degree steering head angle and a manageable 1505 millimeter wheelbase. Really handy, this XJR 1300.

Painful cry from the exhaust

One turn of the throttle and the four-cylinder dives forward. Snappy it hangs on the gas, hard it distributes properly even at the lowest speeds. Without running out of breath. You suddenly know why this concept has so many friends. This is a series engine, just trimmed through clearer airways by means of an open four-in-one exhaust system. It is coated with white ceramic and makes the Klein Yamaha XJR 1300 Yard Built roar like a warrior. An almost painful scream from an exhaust sound. The trumpets of Jericho were against a harmonica. Brutal braking power: four-piston fixed calipers on the current R1 bite harder than Steven Spielberg’s great white shark. Elaborately milled HC3 radial pumps for clutches and brakes from Magura are of the very best. And the Motogadget M-Lock system works with a transponder without an ignition key.

The Ohlins stereo struts operate tightly. In contrast, the upside-down fork of an MT-01 is more sensitive. It has adapted damping and carbon-coated sliding tubes. In the current position, the three-dimensionally adjustable handlebar stubs from BKG are quite high, so that they are intervertebral – higher than the milled upper triple clamp. They can also be lowered in a sporty way. Flattening your buttocks on the seat with hand-laminated bumps covered with Alcantara leather is one of the most pleasurable things you can have on two wheels. Footrests, shift levers, pedals, hand levers, everything fully adjustable, everything super classy. School grade one plus for the perfect style. Is it paradoxical for an Over custom swingarm to have a girder? Additional frame joists from the same Japanese manufacturer are also used for stiffening. Reminiscence of the former Japanese Superbike World Championship rider Noriyuki Haga (“Nitro-Nori”) is the start number 41 on the ingeniously styled side panels. On the other hand, the contrasting white paintwork in “Brandy Red” quotes the color of an RD 350 from 1973. Small motorcycle has a Yamaha tradition since 1967. And Dominik Klein is great in his profession.

epilogue

You don’t have to ignore it: Of course, a GSX-R, a Fireblade or an S 1000 RR can do almost everything better, and for a lot less money. Not to mention GS and Co. But to be honest: Are playmates selected according to this or coveted because they know the best baking recipes or do the most laundry per hour? This is about aesthetics, beauty and sensuality. Passion creates emotion.

May we end with a quote? “We are very fortunate that we are living in precisely that, historically unbelievably short period of time, in which we are allowed to use internal combustion engines. In just a few decades, the full sound of a large-volume two-cylinder engine should only be available as a ringtone… ”This is what Martin Perscheid writes in his cartoon book for motorcyclists“ Perscheid for screwdrivers ”. He is right, the gifted, bitterly angry draftsman. 

What luck: at the end of November, 20 degrees Celsius – and then such wonderful motorcycles under your bum. All in a world beyond multi-level traction controls, heated seats and safety vests. Those involved worked five tuners to truly perfect the form, creating aphrodisiacs on wheels. It doesn’t matter whether you call your works cafe racers, customizing bikes or simply driving machines. 

A sex researcher once said: “What we dream of is tropical rainforest. But at home we have allotment gardens with garden gnomes. ”Well, this is a jungle of motorcycle passion, the desire for movement, the desire for sensual forms, the pure experience of dynamism. Every curve is a source of happiness, every straight line a pleasure, every motorcycle meeting a stage. Unforgettable experiences, free in the wind, with air-cooled engines.

BMW R 9T one

Arturo Rivas

Rebel on wheels: really hot, downright horny, this crouched BMW! A power pack, visually slim and slim, with a special tank, solo seat, exclusive bends and light PVM wheels

Thanks to the R nineT, BMW can now also be emotional. But only this interpretation from the Ruhr area hits the solar plexus completely, kicks and pushes hard. The angular, muscular styling is sharp, the chassis noticeably improved. This heavily refined and extremely strengthened boxer with the XXL displacement impresses!

Modification info

MOTORCYCLE

The boxer hands out a lot: This is one of the most powerful air-cooled engines of all time! According to the tuner, with a different set-up and without a dB eater, even 149 hp and 150 Nm are possible

Big Bore Kit, 1405 instead of 1170 cm3 with cylinders and forged pistons from Edelweiss Motorsport: bore x stroke now 106.4 x 79.0 instead of the standard 101.0 x 73.0 millimeters; Long-stroke crankshaft with Edelweiss Motorsport shaft I special connecting rods; Valve seat machining / adaptation of the channels; Compression 13: 1 (series: 12: 1); Tuning camshafts with optimized elevation curves; Intake tract with intake funnel system type “Powerstack”; Exhaust system: custom-made manifold, silencer with removable dB eater; Control unit with new mapping by Edelweiss Motorsport; Tank, bench and hump custom-made; Self-made license plate holder; PVM forged wheels 3.5 x 17 and 5.75 x 17, tires 120/70 ZR 17 and 190/50 ZR 17; Suspension strut, fork conversion (innards) and stub handlebars from HH Racetech; Instrument cluster from Motogadget; darkened indicators in the handlebar counterweights; Mini rear light.

Blacksmith

BMW man through and through: Dirk Scheffer lives and loves the boxer with two and four valves. Celebrate successes in motorsport as a driver / tuner

In “motorsport configuration” without road approval, at least 149 hp should be available.

Complete price R 9T one including all parts, conversion, painting and wages: 49,900 euros. 

Contact: Edelweiss Motorsport, Dirk Scheffer, Worringstrabe 269, 45289 Essen, phone 02 01/36 14 99 04, info@edelweiss-motorsport.de, www.edelweiss-motorsport.de

INTERMOT-Ducati Scrambler

Arturo Rivas

Mild and wild, hard and delicate: harmonious proportions, steep Ohlins fork. A real manifold work of art flicks out of the L-Twin

The rolling flagship of the Intermot Customized 2016 is as elegant as it is light. Scene connoisseur Marcus Walz created a modern school custom bike and, as usual, presented a first-class business card. The conversion from a casual scrambler to a sporty roadster covers an enormous range.

Modification info

MOTORCYCLE

Don’t forget: The displacement Benjamin has "just" 803 cc. Classic engine tuning brings more power, which this exhaust costs

The classic engine tuning was left to Walz Dietmar Franzen from Sport Evolution: cylinder head machining (channels), new valves made of titanium, special camshafts as custom-made products, forged pistons on Carillo connecting rods, finely balanced crankshafts. The airbox with integrated intake funnels was changed, the clutch carries an aluminum basket, its actuation has been relocated to the left. Manifold with silencer from SC-Project from MotoGP. The shortened upside-down fork by Ohlins from the Ducati Panigale 1199 R with modified cartridges and springs has carbon fenders, radially mounted Brembo monoblocks M 50 and wave brake discs. Ohlins shock absorber made of individual parts specially adapted for this motorcycle, its mount on the swing arm milled out. OZ Racing magnesium wheels with tires 120/70 ZR 17 and 190/55 ZR 17. Shortened rear with hand-made aluminum hump and Alcantara seat. Original tank with new, welded side parts. Upper triple clamp and speedometer holder custom-made. Ducabike footrest system, special paint and. v. m.

Blacksmith

Scene connoisseur and scene great: For Marcus Walz there is no unsolvable task. The ex-racer is internationally renowned

Price depending on the equipment including around 200 hours of work: approx. 35,000 to 55,000 euros.

Contact: WalzWerk GmbH, Marcus Walz, Karlsruher Strabe 1, 68723 Schwetzingen, phone 0 62 02/1 27 65 45, www.walzwerk-racing.com

Moto Guzzi “The Fugitive” 1380

markus-jahn.com

What a radical line! The color scheme (silver / green / brown) borrows from Guzzi’s legendary V8 racer. And the Tonti frame is really classic. Expensive: Beringer brake system, real leather seat

Real feeling, high torque and invigorating: a real driving experience. This is the motorcycle that people in Mandello del Lario unfortunately do not dare to build in a simpler, i.e. cheaper way. Such a modern Le Mans would not have to hide behind any BMW R nineT. Very consistent and damn awesome!

Modification info

MOTORCYCLE

Buffalo neck instead of venison! Torque hole was earlier. The 1380 cm³ could still be topped with 1.7 liter displacement plus tuning camshafts!

Tonti frame with beams and welded-on rear bar, blasted and powder-coated; Homemade swing arm with special braking torque support; Griso engine converted from 1151 to 1380 cm3 (bore 104 instead of 95.0 mm, stroke as original 81.2 mm); Alternator adapter set for installation in Tonti frames; Keihin FCR flat slide carburetor with adapter kit and funnels; Gearbox overhauled and pinned; Sintered metal clutch discs with reinforced springs; polished aluminum tank with real leather seat / hump; Polished stainless steel exhaust system; Wilbers struts; Spoked wheel set (3.5 x 17 and 5.5 x 17) with brake disc adapter and wheel hubs milled from solid; Brake calipers Beringer radial; Beringer brake disks and brake pumps; hydr. Clutch conversion including Beringer pump; milled self-made footrest system, MV Agusta upside-down fork; CNC-milled triple clamps with steering stem; LSL handlebar stub; Speedometer with integrated digital ignition system; Aluminum splash guard; LED turn signals and headlights, etc. v. m.

Blacksmith

Stefan Bronold from Radical Guzzi in the Upper Palatinate. The master mechanic packs pure power and many in-house components in Guzzis

Price, depending on the equipment, from 42,000 to 46,000 euros (including wages, TÜV and value reports).

Contact: Radical Guzzi, Stefan Bronold junior, Nabburger Str. 40, 92521 Schwarzenfeld, Telephone: 0 94 35/6 39 32 67, info@radicalguzzi.com, www.radicalguzzi.com

Triumph Bonneville aluminum racer

markus-jahn.com

Like in the Roaring Sixties – only much, much stronger. The Triumph is the only retro bike in the comparison, a real cafe racer with an aluminum tank and aluminum hump. The exhaust hits

The only real retro bike in this comparison is a great overall package: beautiful, user-friendly, solidly crafted. The Bonnie looks good but was really built to be driven, including the owner’s vacation tours. Chassis and brakes are great, the tuned twin is really strong enough now. A masculine buddy.

Modification info

MOTORCYCLE

No longer tame: from 3000 tours more gentle, from 5000 strong torque / power increase; much more pronounced freedom of revolving on top

Engine tuning & Drive: conversion from 790 to 904 cm3 with Wiseco piston; Machining of cylinder heads and valve seats; Intake camshaft for the exhaust tract; “Raisch Tuning” for the control unit; Flywheel tuning; Keihin FCR flat slide carburetor; 18-tooth sprocket in front; 525 chain “Gold”; Barnett “High End” clutch linings with stronger springs; Test bench work, RR oil thermometer, small parts. 

Exhaust system: Zard Tromboncino two-in-one black, ceramic-coated.

Brake system: Brembo Monoblock M4 brake calipers with adapted discs, LSL lines and Beringer radial pump.

Chassis / Wheels: Ohlins fork and struts (TTX 30); Kruger & Junginger aluminum swing arm; LSL footrest system and fork bridge kit; Front wheel axle Kawasaki ZX 10R; Kineo spoked wheels (3.5 x 17 / 5.00 x 17).

Bodyparts: 16.2 liter aluminum tank “Lyhta”; Aluminum rear with leather seat; LSL headlight / bracket and handlebar Speed ​​Match; Lithium Ion Battery; Aluminum fenders; chromed side cover u. v. m.

markus-jahn.com

Family ties: Rainer Raisch (left) is a well-known Triumph twin tuner with his sons Yannic (center) and Christopher

Price including Triumph Bonneville (EZ 2006), around 50 working hours, TÜV entries: approx. 34,900 euros

Contact: ClassicBike Raisch GmbH, Lindenstrasse 43, 33378 Rheda-Wiedenbruck, phone 0 52 42/90 61 37, info@classicbike-raisch.de, www.classicbike-raisch.de

Yamaha XJR 1300 Yard Built

markus-jahn.com

Gifted forms: if you see this machine, you want to drive it too, you definitely want to take the bull by the horns. Well-formed hump curves over hand-cut Bridgestone slick

Inspired by the spirit of perfection – this is not only referring to the Japanese brand itself, but also to the Saarland tuner. What Dominik Klein gets out of the XJR is nothing more and nothing less than a total work of art of the finest quality. But one that drives damn well, handy and strong.

Modification info

MOTORCYCLE

Little effort for a large increase in performance: the standard engine alone mobilizes a strong 123 hp with a different exhaust. There’s something going on!

BKG-3D handlebar and triple clamp set as one-off, glass bead blasted and anodized; Motogadget instrument; Motogadget grips, buttons, -M-Lock system, handlebar end indicators and mirrors; PVM rims with five Y-spokes, star painted, polished edges; FE front brake discs; 2015 R1 brake calipers, steel braided brake lines; small rear brake disc, OW01 brake caliper with milled mount; MT-01 fork with DLC-coated inner tubes and adapted damping; Bridgestone Moto3 rain tires at the front, hand-cut Bridgestone slick at the rear; Magura HC³ brake / clutch pump; Nolden 7 “full LED headlight with special bracket; Yamaha accessory rearsets; black anodized Ohlins struts; Racing swingarm and frame reinforcements from Over; Hand-laminated hump, special seat upholstery with Alcantara leather; “Sport Tracker” fenders with stainless steel brackets; Aluminum sprocket; Lightech gas cap; ceramic-coated manifold system, Akrapovic “silencer”; Painting in “Brandy Red” (like Yamaha RD 350, 1973).

markus-jahn.com

Dominik Klein is an Aprilia and Yamaha dealer. And as a tuner perfectionist – “fussy” is a compliment when it comes to conversions

Price around 30,000 euros, depending on the equipment

Contact: Motorrad Klein GmbH, Rontgenstrasse 5, 66763 Dillingen / Saar, phone 0 68 31/7 31 40, info@yamaha-klein.de, www.motorradklein.de

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