Emporio Elaborazoni Brigante

It’s been a little while since we heard from Dopz and the crew at Emporio Elabroazoni Meccaniche in Rome, but the boys are back with a new build, and they’re back in a big way with this stand-out custom CB400N, which has been given the moniker Brigante, which pretty much translates from the Italian as Rascal.


The bike follows the EE philospy of recycling and reusing original bikes and parts to give them new life and “new dignity”. We like that. It sounds kinda noble, and this bike does have a noble look about it.

“The donor bike was a Honda CB400N. We worked on the idea of doing a very short bike using and old mopped Piaggio Ciao seat.” The frame was shortened and reinforced to accommodate the stubby rear end with new shocks. The indicators were built in to the chopped ends of the frame to keep the seat clutter-free, while the rear LED light fitting is cleverly integrated into the cross bracing in the sub-frame that supports the seat spring.

The wiring was simplified and tucked into the frame tubes to keep it clean, but the guys are not fans of the empty rear subframe trend. “We do not love this trend of the empty hole from side to side under the seat, so we had fun reworking an old Kawasaki filter to hide the battery and fuses.” This is mounted to the left side with a round painted panel.

On the opposite site to the battery there is an old hip flask fitted – which isn’t there to sip by the roadside while you wait for the RAC, it’s actually for your tools – so you can fix it yourself and get home in time for a beer with your mates.

The tank is from an old Gilera, which has been re-worked to fit the frame. The Piaggio Ciao seat was recovered in leather, and the same leather was use to make a belt to affix the tank. The machine-gun exhaust is from a Triumph Scrambler which has been chopped and split into two exit pipes.

The rest of the mods include bates style light with a yellow lens, upgraded brake master cylinders, aluminium footrests, a flat handlebar, hand made fenders and a host of parts too numerous to list. The colour scheme was inspired by the original Gilera tank which has been graced with the Emporio Elaborazini spanner emblem, made from two opposing Es.

It’s a classy looking bike in its red & gold livery, with a clipped, truncated look, and it adds nicely to the range of builds from Dopz and the crew. There are plenty more builds from Emporio Elaborazoni on The Bike Shed Emporio Elaborazioni pages, on Facebook, or you can check them out on their own Website.

Honda CB200T

This gorgeous little CB200T built by Steve Baugrudl proves once and for all that small really is beautiful. Steve has already wowed us once here in the shed with his stunning XS650 which was sold through The Bike Shed Custom Classifieds to a lucky bugger in New Zealand.  But unbeknown to us, Steve was working away on the CB at the same time.

The ’75 model came to Steve as a $60 Craigslist find from a local college student. Unsurprisingly, it was a complete mess with a badly dented tank from a CB175 and a load of parts missing.  It also hadn’t turned a wheel for years.   But despite the sorry state of the cosmetics, the engine had only done 2000 miles and it had great compression, so the only thing Steve had to do was clean the engine up a bit and rebuild the carbs.

In Steve’s opinion, the tank is the most important part of a build, and it took him a long time to find one that came complete with the rubber middle section and the chrome side pieces.  Eventually Ebay came to the rescue, and a mint CB200T tank winged its way to Milwaukee where it was treated it to an epoxy coating, and a stunning black and gold paint job.

The frame was heavily modified, you can’t make a CB look this pretty without getting the angle grinder out.  All the tabs were removed as was the rear end, and an integrated fender was welded into some new frame bracing. The rear seat pan was formed from steel sheet by a local fabricator, then the whole thing was painted black and clear coated. All electrics, including the battery, were tucked away underneath the seat, and the cafe racer stance was achieved with some vintage NOS clip ons.

The front disc brakes from the stock CB200 were shot and new calipers are impossible to find, so Steve swapped them out for a drum setup from a CB175.  A step backwards in performance, but a whole load more surface area to paint gold! Without doubt the striking feature of this bike (aside from the gold paint) is the high scrambler pipes. CL200 pipes are nearly impossible to find now, so instead Steve sourced a mint CL175 set on DoTheTon.  Apparently they fit right on without any modifications – why does that never happen to us??

We’re not the only ones who think this bike looks a little bit special, it features in a book entitled “How to Build a Cafe Racer” by photographer/writer Doug Mitchel, who also took the photos for this story. Steve says this bike doesn’t just look the business, he also says its a blast to ride being light, nimble and surprisingly pokey.  We’ll take your word for it on the performance side of things Steve, but in all honesty, we’d be too busy checking ourselves out in shop window reflections to notice.  Thanks for sharing mate, and we can’t wait to see what comes out of your shed next.

BMW Christian’s R80RT

The legendary BMW boxer engine, rugged dirt tyres, high wide bars and a roll full of tools, just in case. Everything you could need to fulfil a compulsive wanderlust. Hit the road and let the ride unwind an adventure.
This BMW R80 RT was built in its Bavarian homeland by hobby mechanic Christian, it requited a long standing dream of his to craft this very machine. It was his first build, and the finished article is just reward for his long lonely winter spent working in the basement of his home.

Christian found the donor bike via an internet classified ad, after parting with a reasonable 1700 Euros he set to work transferring his ideas onto the metal. The bike he had purchased was a 1987 model, (type 247 for you boxer geeks) that delivers 50 bhp from its 785 cc capacity.

The mill was given a thorough overhaul by Fa. Langwieder in Neukirchen to ensure Christians graft would grace a thoroughly solid machine and that the intriguingly mounted tool roll would be more for its visual impact than its contents. The engine was then glass beed blasted to an as new finish, the rocker covers and front engine section powder coated in gloss black for contrast.

The colour scheme barely garnered a second thought from Christian, “Matte black and brown leather was the only choice for this bike. it should be angry.” Angry yes, yet undeniably classy. That giant blackboard of a tank eagerly awaits some temporary chalk scrawled directions to dictate the course of a ride.

High bars with topple unfriendly bar end indicators and reassuring mirrors are kept clean and simple with the Motogadget speedometer classically mounted in the headlight binnacle. The un-fussy matte black powder coating extends to all of the running gear including the perpetually lovely snowflake wheels. A new stainless steel exhaust system was fitted, with chrome silencers completing the colour and texture palette.

So far so Scrambler, but the seat and tail section diversify the look, seemingly more destined for a cafe style build. But the unit works elegantly with the unobtrusive rear frame which was reduced to the bare minimum required for structural rigidity. The brown leather upholstery adds a drawing room plushness to the build and compliments the aforementioned tool storage.

If you must, you could tag it as a Scramble Cafe, or if like us categorising and pigeon holes bore you, you could simply declare it for what it is; A great looking motorcycle.

Royal Enfield Egg – a custom built scooter from Bullet

Which came first, the chicken or the egg? what ever be your answer, Mr. Javeen the Royal Enfield Dealer in Kattayam, Kerala says it is egg without any confusion because he believes that almost every life starts from an egg. This belief made him to win the most popular custom bike award for his concept bike, Royal Enfield Egg, in the Royal Enfield Rider Mania 2012 held in Goa from November 23 to 25.
 



Javeen, a Royal Enfield dealer in Kottayam, Kerala, is the master brain behind the Egg Bullet. The success of the egg concept is a result of a long year's research and studies. Almost every life starts from egg and this concept was the inspiration behind taking such a theme, said Javeen.



Before committing alterations, all he had in his mind was an image of a scooter and an egg. What he wanted was a scooter from Bullet, but in the shape of an egg! Those who all heard Javeen's idea wondered as if that would never be done. Alas! He once again amazed with his final result, which was none other than the Royal Enfield Egg Bullet concept. Finished in white and yellow paintings, and framed as a scooter, the egg concept became an only bike of its own.



Javeen had to shell out Rs. 2 lakh to alter a Standard Enfield to the very Egg concept Bullet. It's not a novel stuff for him for he does customisation at least once every month for customers. Moreover, it is for the third consecutive time Javeen is winning in the most famous custom built bike competition.

Bajaj Pulsar SS400 and CS400, first look, review

 

 

    

  

   

   

   

   

Bajaj’s popular home-grown motorcycles, India’s most loved Pulsars are to get bigger, better and racier in days to come. It’s known the faired SS200 ‘junior supersports’ bike will be the very next Pulsar to hit our roads in weeks to come, but other Pulsar variants displayed at the Auto Expo tell us we can expect more excitement as the SS400 and slick looking naked CS400 evolve on Bajaj R&D (known as **Ahead) drawing boards, to roll-in at different points in future.
The SS400 and only just unveiled CS400 are new Pulsar bikes that will run 375cc powerplants derived from the 390 Duke engine, after suitable tweaks are incorporated to match their new personalities. The faired-in SS200 and SS400 Pulsars are to be bold new segment drivers on Indian roads, offering biking enthusiasts here a level of style and performance never previously available from Pulsars, while the CS400 will be a power cruiser, with smoother lines and minimal bodywork.
The SS Pulsar bikes sport a set of aggressive, dual-headlights that peer ahead meanly, where the Pulsar CS400 shows off a single, purposeful looking headlight. Clip-on handlebars are standard on SS models, where the CS400 will rely on a flat set handlebar. All these new Pulsars will show-off plenty of lightweight alloy parts.
Sporty, compact cockpit layouts are the norm on these next generation bikes, with comprehensive, well laid out instruments and Bajaj-typical top drawer switchgear.

The new Pulsars sport tastefully sculpted tanks and body cowls. The SS400 is a sharp looker that comes with sporty split seats, where the less aggressive Pulsar CS400 will seat its riders on a stepped saddle.
The Pulsar SS400 and CS400 will derive their four-stroke and single-cylinder engine platforms from the 390 Duke, so expect a full complement of close to 45 aggressive horses from both, with ample modern technology including liquid-cooling, four-valve heads and six-speed, close-ratio gearboxes packed in. Final drive will be via exposed drive chains, and compact, sporty exhaust systems will grace the new bikes. Both, the Pulsar SS400 and Pulsar CS400 shall use engines suitably tailored to fit the new roles, and having experienced the blistering pace of the 390 Duke, you can expect potent, refined and rev happy powerplants, with scalding acceleration and top speeds in the region of 150kph, perhaps even a shade faster.
Smart alloy wheels are standard, the Pulsar SS400 relying on telescopic fork front suspension, where the CS400 concept at the Auto Expo deployed beefy looking upside down telescopic forks. At rear, the new gen Pulsars will use monoshock suspension setups. The SS400 and CS400 Pulsars are to deploy multi-spar frames, supported by box section swingarms. Single, drilled disc brakes will be standard front and rear, while Bajaj is expected to offer the added security of ABS.
The Pulsar SS400 can be expected to debut later in 2014, after the SS200 has paved the way and settled into the market, while the naked CS400 is still in its early development stages, to arrive later, sometime in 2015. Expect these next generations of Pulsar bikes to live up to their name, offering all and more in terms of stylish, affordable and sporty bikes, with rich specification lists and zippy performance.

Why I invested in a classic motorcycle

It was always going to happen. Conceding to middle age could only mean one thing – I was going to buy a motorcycle. Not for me, though, waddling around the bike shop ogling at the latest superbike, my goal was to reclaim lost youth by purchasing the bike I owned as a boy.

And when I say boy, I mean it. For I am of an age that places me among the very last who could pass their test at 16 then legally ride a bike with any power output – and not have to wear a crash helmet. I remember to this day the buzz of turning up at school with my hair frizzed out at 90 degrees. How cool was that for any Lower Sixth upstart growing up in the early Seventies?

The bike of my dreams at the time was the Triumph Thunderbird. The problem was I couldn’t afford one; at about £150 for a largely clapped out example they were beyond my reach. But when a Thunderbird-ish looking Triumph emblazoned with “Bike of the Week, £99” appeared on the forecourt of Luton motorcycle shop Coburn & Hughes, the deal was as good as done.

Mistaking “Bike of the Week” as a euphemism for “bargain”, I handed over the cash for what turned out to be a 1962 500cc Triumph 5TA Speed Twin. So began the ride of my life. Friends, girlfriends, good times, bad times – all, in some way or another, would become referenced in terms of my 5TA and the places it took me.

I only owned the bike for a couple of years before shoddily rebuilding the engine, which then promptly blew its barrels off, a common occurrence befalling any wannabe Triumph mechanic not in possession of the thin ring spanner needed to properly tighten the nuts between barrel and crankcase. By now an impoverished student, I decided to sell it to my local dealer, Sid Mularney. Sid was famous for three things; his Manx Norton TT racing machines, a workshop with a resident spanner-throwing poltergeist and driving a hard bargain. Consequently, I walked away miserable with just £22.50.

Fast forward 40 years and everything has changed. Triumph 5TA Speed Twins are now unquestionably objects of desire. As the motorcycle that set the standard for parallel twins, examples of the 5TA now change hands for anything up to £6,000. I was fortunate to pick up mine, fully restored with only sensible modifications such as 12-volt electrics, for £4,500.
How much has been spent returning the bike to its current condition is anyone’s guess, but labours of love such as this are not about cost.
Owning a classic motorcycle is pure joy, especially when a chunk of your own history is inextricably linked to the type of machine in question. I can honestly say I get more pleasure riding my 5TA at 45mph than I ever did while cranking over my modern Triumph at the speed limit. Far from the blandness I cannot help associating with modern bikes, the 5TA involves and absorbs me totally in the ride.
The handling is predictable and speed has to be gradually coaxed out of it, but just glancing down at the famous Triumph nacelle and the grab-the-bull-by-the-horns handlebars still sends a shiver.
I’ve given up with the spanners, though. Happily, we’ve got a great classic bike specialist locally (take a bow, Andy) so I really have nothing to worry about.
Except which bike to take out today. That’s because the bug has hit me hard, and a Thunderbird just like the one I always wanted came up for sale recently. It looks great alongside the 5TA in the garage.
THE FACTS
Triumph 5TA Speed Twin
Engine: 500cc overhead valve vertical twin-cylinder engine
Launched: 1937 Olympia Motorcycle Show, price £74.00
Last produced: 1966
Notable features: Triumph "bathtub" rear panels and "centurion"-style front mudguard (not all models)
Notable achievement: lap record at Brooklands in 1938 at 118.02mph (record still stands because Brooklands was not used for speed events after the Second World War)
Notable customers: the AA, Metropolitan Police, British Army

Triumph Bonneville T100: First Indian review

The Bonneville T100 is the second most affordable Triumph motorcycle that’s sold in India. It looks simply stunning in the flesh. It’s overall design shouts classic  ’60s styling – with spoke wheels, embossed Triumph tank badges, two-tone paint job, long, flat seat with white-piping, chrome engine covers, twin chromed peashooter exhausts. But a closer inspection reveals modern engineering and great attention to detail.

The ignition switch is located on the left side of the headlight assembly like the bikes of yore. There’s even a separate key to lock the handlebars on the opposite side. The hand-painted lines on the tank, the inscribed rubber on the foot-pegs, the badging on the rear of the seat and the round mirrors are classy touches to the retro-design motorcycle.

The handlebars, and consequently the grips, aren’t very wide, but the latter have a nice, chunky, grippy feel. The plastic switches are of good quality and feel great to use on-the-go. There’s a kill switch that cuts off the engine and shuts power to the instrument fascia, but the headlight, parking light and tail light remain on even with this switch engaged. There’s a switch to toggle between high and low beam, there’s no switch to kill the lights up front when not required.

The exposed black instrument cluster atop the handlebars looks elegant, and houses a tachometer and an analogue speedo, both circular, and the speedo features a digital odometer and two trip meters. There are some warning and indication lights but no fuel-level or engine temp indicators. Clearly, a lot of effort has gone into sticking to the retro theme – note the fuel injection system that’s been made to look like a pair of carburetors.

The riding posture is very relaxed, with the long seat allowing both rider and pillion enough room to adjust position. This Triumph feels like a comfortable bike to employ on a daily basis and for long distances.

Inside its simple tubular steel cradle, the T100 houses an air-cooled, 865cc parallel-twin motor good for 67bhp and 68Nm. There’s plenty of low-end grunt on tap to get past slow moving city traffic while it felt really well-balanced, light and easy to manoeuvre in tight spots.

The engine is mated to a slick 5-speed gearbox that doesn’t jerk during shifting. Power delivery is smooth and progressive, pulling sweetly from as low as 1,800rpm all the way to the 8,000rpm redline. There’s very little vibration through the handlebars, thanks to the balance shafts in the crankcase.

Only after the 5,000rpm mark do you feel some vibes through the grips, which tells you you’re picking up pace. With tall gearing and more than adequate torque on tap, the T100 doesn’t demand a lot of gear shifts in traffic. The large clutch and brake levers are light and easy to use. The Bonneville pulls away from 40kph very nicely in fifth gear. The twin exhausts crank out a pulsating cruiser thump at low revs and sound progressively potent and thrummy as you move up the powerband.

Riding a Triumph motorcycle that is named after the Utah salt flats in the US, where land speed records are regularly set and broken, we simply had to give this Bonnie the beans. On an open stretch of road we did just that, and weren’t left feeling disappointed. The T100 isn’t bat-out-of-hell quick, but we found the Bonnie quite nimble on its feet, thanks to the chassis and tyre setup. Sure, it’s no surgically precise corner carver, but it will take those long sweeping corners in well its stride.

The T100 feels more at home cruising at a relaxed 80-100kph at 3,000-4,000rpm in fifth. Besides looking particularly retro chic, the adjustable Kayaba suspension setup absorbed bumps and undulations commendably well even while cornering, while the Nissin disc brakes and Metzeler tyres provided great stopping confidence, even with no ABS.

We expect the Triumph Bonneville T100, priced at Rs 6.6 lakh (ex-showroom, Delhi), to pose a serious threat to its already established arch-rival Harley-Davidson here in India.

The numbers
865cc, air-cooled, parallel-twin, 67bhp, 68Nm, 5M transmission, 230kg, Metzeler 100/90 R19 (f), 130/80 R17 (r) tyres, 16 litres fuel tank, 190kph (approx.) top speed, Rs 6.6 lakh (ex-Delhi)

The verdict
The Bonneville T100 is very smooth and stylish, ideal for city folk transitioning from a small motorcycle to a large one. It’ll appeal to those who fancy classic-styled motorcycles. And at this price, it’s a good value-for-money 800cc package.