Sporty custom bikes with two, three and four cylinders

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Sporty custom bikes with two, three and four cylinders
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Sporty custom bikes with two, three and four cylinders

All good things come in threes

All good things come in threes. This saying goes perfectly with these three lavishly refined, partly completely transformed custom bikes. With a lot of knowledge, dedication and passion, their builders have sharpened the character of V-Twin, Triple and four-cylinder. Thanks for such great creations!

M.OTORRAD intern Louis is amazed: With these machines with two, three and four cylinders, you can barely see the base. Brands, Myths and Engines. Progress is fine work. This applies to beguiling forms and improved technology. Independent designs develop visual power here. This creates fascination. And charisma. One look is enough. Big compliments to the designers of this tuning trio and their good taste. They created three motorcycles out of plain bar stock that speak to you spontaneously. Many ingenious detailed solutions here stand for perfection down to the smallest detail. Boredom? Never ever!

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Sporty custom bikes with two, three and four cylinders

Sporty custom bikes with two, three and four cylinders
All good things come in threes

Dirla-Suzuki GSX-R 1300 Hayabusa

The colors and shapes of Suzuki’s super athletes from the 80s are part of the collective memory of motorcyclists. But here no icon called GSX-R stands out. “That’s a Hayabusa, Louis, really true." Well, the fairing outfit of a 1989 GSX-R 1100 with double lights (wonderful: yellow headlights with an endurance look!) And Ram Air nostrils leads on the wrong track. The illusion is perfect. Powerful design from the past adapted for the present: all of the “hardware" is completely original Hayabusa: engine and brakes, chassis with aluminum bridge frame and the beautiful, stable aluminum swing arm with upper pull – all series of the famous 1300s.

Falk Dirla, workshop manager from Radolfzell at Zurich’s BMW and Suzuki dealer Arrigoni Sport, has let off steam here. As a mechanical engineering technician and master two-wheeler mechanic, he knows his trade. And how! He got a wrecked 2000 Hayabusa in the shop, with engine failure on top of that: The timing chain had jumped over, all 16 valves were crooked, “in four of them even the plates broke off", said the 46-year-old when he was picked up. “Repairs were uneconomical." But out of “whim" Falk started the reconstruction with his apprentice Ivan Ruggle. “The big block was just too good to throw away, all cylinder liners were still flawless."

16 new valve guides later (“Shrinking them in was tough") the Hayabusa ran again. “Just ugly as ever", found Falk when he saw the aerodynamic coati on a test drive in the shop window. An idea came to him: “My career began on the air-cooled GSX-R 750 and 1100, with engine tuning and the installation of six-speed transmissions." Falk had his new incentive: 80 working hours later, the complete transformation into Falk’s fat falcons was complete. GSX-R 1300 instead of GSX 1300 R!

Crouched and sinewy, the beautiful Suzuki now stands for photos in the South German Railway Museum in Heilbronn (see page 63). Steam engine in front of steam locomotives. Louis holds the brightener for the photographer and gently cleans the GSX-R fairing. Time to admire all the finesse in peace: a subframe of the GSX-R carries the 1100 panel. Falk had to change the front of the tank in favor of a cleaner look. And cut a harmonious hole in the side panel on the left: “A GSX-R carries its alternator piggyback, the Hayabusa on the stump of the crankshaft." Ricambi Weiss supplied the angular racing hump at the rear.

The high-rise series exhausts of the 1300s cling to him sexy: They sit on fragments of original parts and heating pipe bends (!). Knew how. What else? Powdered triple clamps and the “Hayabusa"-Lettering flexed away. The Tokico six-piston stoppers now read “Brake" in Brembo letters, on the fork emblazoned “Ohldrin" in Ohlins typography. Louis likes that. Just like the SACS lettering: “Suzuki Advanced Comical System". Falk Dirla has a sense of humor. And the cockpit is treated with shrink varnish and an MRA screen and the most discreet mini indicators are installed. The icing on the cake is the self-applied, true-to-original GSX-R paintwork.

Louis wants to know how it goes. Still good! A Busa amazes anew every time. This Suzuki is a mad hawk – “it drives against time, and pretty fast". Three seconds for the sprint from zero to 100 and especially the Vmax of almost 300 km / h make the synapses dance. “340" stands respectfully on the wonderfully analog speedometer. This bull always pulls. From 1500 tours there is a soft thrust, as gentle as a summer breeze, at the latest from the 8000 mark a hurricane-like storm approaches. Suzi sprints faster than your brain can think. When the left lane opens, jostling TDIs are left behind in astonishment, driving backwards. Everything still served without ABS and traction control.

175 PS and 138 Newton meters always make you relaxed and confident. This sonorous, grumbling four-cylinder doesn’t have to prove anything, doesn’t have to be loud to sound strong. Power and glory. When the wind pressure takes the load off the trio’s narrowest handlebars, from a speed of 120 km / h, the fun stops completely in Switzerland. It’s a shame, Falk. You sit very much inside, in the gentleman athlete, perfectly integrated into the action. At the center of power! Super Suzi drives good-naturedly, is stoically at a travel speed of 250, telepathically remains on a fast course.

On the other hand, narrow passages are not quite their territory, despite the self-made lever on the shock absorber: It raises the rear by four centimeters. Lean angle? Infinite. The 244 kilo time machine rolls really round on the not brand new Michelin Pilot Power 2CT, with a flat 50 mm cross-section at the back. Falk’s conclusion: “While others spend a lot of time building an important-looking custom bike from a production motorcycle, I spent a lot of time building a custom bike that looks like a production motorcycle." It’s a shame that Suzuki doesn’t build something like this itself!

Small Yamaha XSR 900 SM

“Stylishly painted", Intern Louis finds this Yamaha. “This fits perfectly." Colors express personality. Dominik Klein: “I once drove an Audi 100 with a five-cylinder in a similar tone: Inari silver." Today Dominik has a historic Citroën SM with a Maserati six-cylinder in exactly that green color. He donated the inspiration and the abbreviation SM. Dominik Klein likes classic motorcycles. “And that includes a rounded hump." Graceful and noble, it looks really good on the Japanese three-cylinder. Just like the beautifully made, polished Kineo spoked wheels with wave brake discs in the front.

Retro design: For purely visual reasons, the Pirelli Phantom Sportscomp tires have the profile of their ancestors from 1985. Timeless elegance: Much smaller than the original part, the GRP front fender fits on its brackets. The subtleties in detail. According to Dominik Klein’s company motto and attitude to life: “Passion, fascination, dynamism." He milled the headlight housing from solid and fitted it with an LED insert from the USA. The lower set instrument is ideal for this, “so that the front no longer looks so rugged". Chic are inconspicuous “highsiders"-Mini indicators with integrated rear lights.

Dominik Klein is a perfectionist. If you count the predecessors, his shop has been selling Yamahas with body and soul for 50 years. Today his Nippon triple is parked in Heilbronn in front of the class 44 freight steam locomotive – it has three boilers. Thanks to intensive fine-tuning, the 850 looks much more aesthetic and homogeneous than the original. A well-proportioned machine, sturdy and consistent. Yamaha created a more noble version of the MT-09 with simple means. Dominik Klein consistently continued on this path with his XSR. Inspiration instead of building blocks!

SM game: Because the self-made bench with 84 centimeters has the trio’s airiest seat height, the Yamaha is not that easy to board. But then its velvet seat pad integrates perfectly. Compared to the other two custom bikes, the seating arrangement is almost a tourer – with the highest and widest handlebars in the trio (although flatter than the standard part) and the most relaxed knee angle. Front-wheel oriented, but comfortable. First. Because XSR driver Ralf thinks that the seat will sag after a few hours. The brand new Triple, which runs a little rough, is standard. In B-mode it doesn’t jump on the gas too briskly, it responds finely enough.

Anyone who has ever heard Giacomo Agostini on the 500cc three-cylinder MV has an inkling of the piercing sound of the short silencer from SC Project. How he rattles and roars, grumbles and growls, trumps and trumpets. This exhaust blow-dries the cilia. That turns on when driving and with ABE is not a pure screamer. Only out of the top does it sound more like a Eurofighter taking off. The 850 fires out of the corners with a lot of lard. Lived forward drive. A feather-light 190 kilograms results in fantastic driving dynamics with 115 hp and a short gear ratio. The trident goes like a shell with elasticity from the very bottom up to five-digit speeds. In an ultra-fast 6.3 seconds, the XSR is in sixth gear from 60 to 140. That rocks! Even the 175 PS Hayabusa takes 7.8 seconds, the Indian even 10.3. The traction control gets a lot to do there. Level two often comes in between. Ralf switches to level one. The outrageously lively three-cylinder is a dream, pushes and pushes terrific. A great country road engine! When you accelerate out, the front wheel becomes light, climbs and then wedges. It even twitches when you merge onto the motorway. A steering damper would help. But the straight-line stability on the track is flawless.

As dryly as the Yamaha accelerates, it converts steering commands into spontaneous folding away with ultra-direct precision. The XSR drives superbly, intuitively translating lines from your head into suitable radii on the asphalt. The XSR cuts through butter like a warm knife thanks to its quick changeover curves. Your Pirellis have a passable flu. This XSR is a weapon on winding roads. Despite the rather heavy spoked wheels: With them, higher mass rotates far outwards, which does not promote good handling. No matter, everything is easy here: coupling, steering, turning, braking (with crisp four-piston calipers).

The cartridge system from Ohlins in the upside-down fork works in perfect harmony. The Hyperpro shock absorber with a reservoir and a slightly softer spring than the standard version is fully dampened. It depicts the asphalt relief in a three-dimensional, authentic manner. Not uncomfortable, just real. With the compression damping on the shock absorber wide open, the front and rear work even more synchronously. Dominik Klein’s motorcycles are also defined by function. The Saarlander created a driving machine of the purest water. You don’t even want to go down. The Yamaha is already a great success as standard. But in this version a sin on wheels – absolutely thrilling.

Naumann & Co-Indian Scout Apache One

“Pract" Louis is still young, a tender 19. But he should know that a V2 is considered by many to be the best motorcycle engine ever. So he should not be missing in this illustrious dance. Many brands would be unthinkable without this concept: Ducati, Moto Guzzi and Harley-Davidson. But this is about the other, the second US brand. Still not everyone on the screen. Especially since an Indian is walking the war path as a cafe racer. The “Apache One" is the longest and lowest machine of the trio. But not the heaviest: a full tank of 229 kilograms is almost 30 less than a series Scout weighs!

Already the motto of the Naumann company & Co says it: “Handcrafted motorcycles". The tank, front fender and rear are hand-stamped here, in a class of their own. The ten-liter tank with the large recess for the airbox is a real work of art. Golden yellow lacquer contrasts with polished aluminum. Custom painting by Schrammwerk crowns the tank. Attention: When fully turned, the LSL handlebar stubs come very close to it. The self-supporting aluminum rear is a real fulfillment: with a rudimentary, bold hump, finely integrated LED taillight and mini indicator lights. Minimalism? No, minimaxism! Michael Naumann makes the most of the art of metalworking.

The trained toolmaker from the Lower Rhine is considered the best sheet metal maker in Germany, if not Europe: “My soft spot has always been to machine sheet metal." Naumann’s extravagant metal gives this Scout a sporty, elegant line. It’s a cool car, strictly according to the pure doctrine: long and low. She ducks away. A wild mustang. Or is it a bull that you have to grab by the horns with commitment, tell it where to go? This machine is low, but never submissive. Narrow but not easy to maneuver. Peter parks his bottom in the lowest seat (74 centimeters) and stretches towards the deep (st) handlebars. After an hour on the rack, it pinches and pinches.

Apache is demanding. Nothing works here by itself. Dome is not a children’s birthday party, Muckis needs it. Just the retrofitted “Dry"The coupling is easily incontinent, a defective seal turns it into a small oil slinger. If oil drips on the manifold, the Indian gives smoke signals. Michael Naumann has to go again: “It’s just a prototype." The rotating round rattles and whistles like a Ducati. Turning circle: 7.50 meters. Uff. The Mivv exhaust is a real shooter, definitely the loudest of the trio, it thunders and snorts. You can feel such a robust sound in the diaphragm, the asphalt trembles. Sounds more like a quarter mile and drag strip than StVO.

Can a sensual motorcycle be brutal, a brutal sensual? This one already: It’s loud, raw, earthy, real. The V2 hammered hard. In the second half of the speed, violent vibrations pulsate through the thin seat cushion. Nevertheless, in terms of character and power delivery, this is a good, lively V2 engine. The torque and character of the 1133 cubic engine is too good to be ruined in a chopper: Unlike its historical models, the current series Scout is not a sporty motorcycle, despite the modern 102 hp short-stroke engine.

 But this Apache can do more, drives faster than Winnetou ever rode. Longer Wilbers struts and larger wheels provide more lean angle freedom. For US conditions, the footpegs, which have been moved to midships, are late in drawing furrows in the asphalt, albeit much earlier than with the GSX-R and XSR because of the lowest footpegs. Engaged, it goes right around the fat elbow to the collar, on the left the side stand is soon on. Only then is the end of fun. Tires from the Avon consultant are mounted on finely milled, powder-coated wheels from Rick’s Motorcycles from Baden-Baden, a Harley dealer and customizer (see MOTORRAD 21/2017): AV 71 and AV 72 Cobra adhere well.

The Wilbers shock absorbers with expansion tanks work hard, but heartily, quite relentlessly. The carbon-coated upside-down fork, also from Wilbers, looks smooth. Fine, the US iron. When the Motogadget speedometer shows speed of 197, the rev limiter pinches. The Apache dives steadily straight ahead. Length runs. Daring: to couple the cheap brake pump of the Amibike with Brembo monoblock calipers. The otherwise powerful, biting biters only give a doughy braking feeling. That could delay better. Like the original parts, the retrofit brake discs do not need a floater: the disc and adapter are one. What to do with thermal expansion?

At every stop, the Indian admirers magically attract, onlookers circling the sinewy Indian like moths the light. Everything stays different. 20,000 euros for this used custom bike is extremely fair – even parts and a new basic motorcycle together cost almost 30,000 euros. Naumann also provides service for series machines in Schermbeck: “I do almost everything." And obviously with a lot of passion.

Conclusion / conclusion

All three motorcycles are real guys with plenty of temperament. Machines that are moving away from the mainstream. And still be able to set trends. It’s about the essentials, the essence of a motorcycle. And that is the engine, two wheels, frame, tank and handlebars. Finished. All three are consistent single-seaters: you still have the most unfiltered, purest experiences with yourself. Sure, Louis?

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