DAVMOMOTO

A 1974 Honda CT70 transformed into a street custom in 2023-2024. Modifications include a hand-formed body kit and exhaust, extended swingarm, shortened front forks, and an 88cc big bore kit with a race head. The owner of the bike wanted a custom like the CT117 bike I built in 2010. This bike shares some similarities, but I wanted to demonstrate how far I have come since 2010.

The engine cradle was made from the original stock one, with a couple curves, cross pieces, and a new yoke added. The footpeg assembly and extended side stand are from a Honda CRF 50.

The swingarm is from a Honda XR75, and has been lengthened about 60mm. The original CT70 swingarm mount fits inside the pressed steel frame, but on this custom, it has been fitted to the outside of the frame. The inspiration was the Honda ST90 frame, which is nearly identical, and uses the outer swingarm design.

The front fork tubes were machined down about 45mm to give the bike the right stance. There are internal and external springs on them, making for a firm enough fork for an adult.

The overhead view shows how the lines of the seat and body blend together.

Blending all the finishes and textures together was a bit of a challenge on this build. The body color was chosen by the owner to match his custom Ford Bronco. An effort was made to keep the chrome plating from overpowering the bike, leading to parts like the engine cradle, swingarm, chain guard, foot controls, handlebars, and exhaust pipe to be finished in flat black. The gold and yellow accents on the bike were picked to compliment the amber headlight and gold disc brake parts.

The tail light is easily overlooked. A simple rectangle to echo the lines of the headlight, powered by a couple LED bulbs.

Despite the previous comment about down playing the chrome on the rest of the bike, the engine and wheels were given the full polish and plating.

A favorite feature of mine is the air scoop. It fits on the end of the stock air filter canister, using all original mounting points.

The exhaust was made from a modified 1" aftermarket header, and a canister formed from 18 gauge flat stock. The original heat shield was reshaped and spun around, using the original mounting holes, and a hidden hooking tab on the tip end. The idea was to make a skinnier one resembling the stock version, with better flow. Along with the big bore kit, it makes a throaty rumble at low speeds and a roar at high.

This 1967 Triumph Tiger Cub, also known as the Mountain Cub was customized and restored in 2023. A complete rebuild of the engine, forks, and wheels with custom fenders, tail light, and seat brought what was a tired barn find back to life.

Painted in the original “Grenadier red” and white, the bike, also referred to as the “Baby Bonneville,” was an instant hit when it came out. The Mountain Cub was an America-only model, with full size front forks and other features that made it perfect for the entry-level buyer to take on the street or trail. The idea at the time was to come up with a model that would compete with similar inexpensive and plentiful Japanese bikes.

Replacement items on the build include a new reproduction exhaust system, new Girling shrouded shocks, stainless steel wheel rims and spokes, gear shift lever, and a set of handlebars. All cables and rubber parts were also replaced. A new Lucas ignition/lighting stator was used in the engine rebuild. The engine valve job was performed by Big D Cycles, in Dallas. A stock style flat-top piston was used in the cylinder bore-job.

One of the goals on the modifications was to level out the stance of the bike. The rear shocks are about a half-inch longer than the ones that came on the bike. The seat was also raised slightly to improve the position for off-road riding, and was shortened into a solo seat. The seat cover was sewn by Mobtown Mike in Willow Springs, Texas.

While there were some customizations elsewhere, the forks were restored to stock form, with new fork tubes, seals, sliders, and nuts. All hardware was re-plated with the original cadmium.

The tank is the jewel of this Edward Turner design. It is scaled down, but still retains some of the flavor of the Bonneville tanks. An interesting feature of this tank was the solid steel beams that pass through the tank, front to back, and make the mounting tabs once they pass to the outside of the tank. This was done in order to brace the odd goose-neck frame.

The wide “Western style” bars were shortened by an inch on each side, but still give them enough spread to make off-road riding better. The original handlebar switches were cleaned and restored, and wires were concealed inside the handlebars. The original levers and throttle received new chrome plating along with the tank badges. The tank was pained by Skratch at Skratch’s garage in Haltom City, Texas.

The aluminum fenders were made shorter than the originals. A flat-top rear fender from an aftermarket supplier was re-formed to give it a higher crown, and the turned up edge on the end. The front fender was hand formed out of .090 sheet. The original front fender stays were powder coated used unmodified.

The tail light was made from a damaged bronze cymbal and a brass plumbing fixture turned down on the lathe. The lens came from a Stanley tail-light lens made to go on a Honda minibike. The design is my interpretation of the Sparko “limp dick” model popular in the era.

Shortening the seat exposed the rear frame loop and fender, and the tail light was used at the transition, crossing over the frame loop.

The before pictures. Besides being a tired-out bike, there were customizations like relocation of the horn and speedo, some new bars, and an alloy wheel rim on the front end, with spoke nipples floating around in their over-sized holes.

The fenders that came on the bike seemed oversized, and did not fit well, especially on the front. I suspect they were not the originals. A previous owner had modified the exhaust with a section of flex tube welded in the header pipe, and a paint job to match the fenders.

Other than some interesting cracking designs in the vinyl, the seat was trash, save the pan. Only the original color scheme was used in the making of the custom seat.

The first picture I was shown of this bike. It had been part of an estate, sold to me by the daughter of the previous owner. One of her goals selling it was to find someone who would do more than just flip it, but get it running again, and maybe even restore it. Mission accomplished.

Finished off in classic Norton gray and Napa leather, despite the crazy combination of frame and motor, a sense of elegance was still strived for in the custom build. The rear wheel hub and brake are from a Vincent Black Lightning, a super rare bike of which only 32 were said to have been built.

The original Norton Roadholder forks were given Costentino internals, which use a modern Showa cartridge for a better ride. The front brake is a Grimeca.

The paint was done by Jason Small at Linear Automotive in Plano, Texas.

The previous owner had removed the lower top tube and installed a rather large gusset in its place on the front and back down tubes. A new tube was grafted in from a donor frame and the gusset cut down and drilled out. Another gusset was added below the lower tube on the front down tube, as well as a custom head-steady bracket.

A number of brackets were made from round steel rod and given a thick cadmium plating.

Here in mock-up a couple years ago, the tins have since been worked over and are in primer now. The brake light is made from a bronze cymbal, with an unknown glass lens.

There have been a few different hubs and wheels on the bike including this full-width and a Triumph conical hub, but looks like a conical hub is going to be the final choice. The tripletree lower is a modified 60’s unit with early 60’s Triumph fork lowers. A front fender has been added as well as a new headlight mount since this picture.

The beginnings of the seat assembly in stainless rod. Because of the asymmetry of the rear frame, the seat was made to fudge the difference and keep the lines looking right. A Lycett-style spring assembly and some more bracing went into finishing the seat.

There will be a leather pad on the rear rack for 2-up riding.

One of the features on the bike is the left-side battery/tool box, made to match the early 1950’s oil bag. The way they mirror each other is similar to how the early 1960’s (late pre-unit) bikes were done.

Such a cool story on this bike. The guy I bought it from made it into a chopper when he was in mechanic school and rode it a number of years before selling it. One day he was leaving Big D cycles and saw it for sale, and reunited with it. When he got the title, several owners had signed it, but none registered it and it was still in his name! He gave me both titles with the bike along with a pre-unit front end that has yet to be used.

The new headlight mount in place.

I am always amazed how pictures in my shop from a couple of years ago look less cluttered than now.

Looks pretty mean without the fenders. When the bike came to the shop, the rear frame was welded on. It was cut off, shortened a couple inches on the bottom, and bolt-on mounts were fabricated so the rear frame is removable like on the early ‘50’s Triumphs. Shortening the lower tube also raised the rear from the laid-back chopper stance it had.

Studio photos by Peter J. Salisbury.

The stock forks were rebuilt and a custom fork brace added. The handlebars are on a modified inverted triple clamp, that allows them to be slid along the fork tubes.

The clubman style handlebars were made from chopped stock units.

The top triple clamp was rebuilt to allow 30cm lowering on the front end. Yes, you only need one steering damper, but two gives a smoother response without that initial lag…and it looks better.

A custom engine cradle with integrated rear-set peg mounts and a custom center stand. A ring at the top of the cradle is the mount for the velocity stack, and there is an oil cooler mount as well. An effort to consolidate some of the lines of the bike was taken to keep the open spaces and make the bike silhouettes as minimal as possible. Though there is a lot going on, there are fairly unobstructed views of everything. There are aluminum torque plates on both sides of the lower frame between the motor mounts and swingarm. Because these sheet-metal frames are not too stiff and suspension very soft, a number of reinforcements of the stock suspension and chassis were done. There are small touches such as the frenched fuel hose outlet, bobbed tail, oil vapor can hidden in neck of the frame, and lower trim on the backbone to match the one on the upper frame and conceal the welded body flange. Solid alloy wheels wrapped with Michelin rubber.

In mock-up back in 2008.

A good deal of work was done to stiffen the suspension and frame. An internal rear shock cross brace and heavy duty shackled shock mounts address the weak link in the stock set-up.

The shackled rear shock mounts and the shorter stiffer Kitaco shocks give the rear the stiffness it needs. A barely visible brace can be seen between the fender and frame along the rear wheel arch.

CT90 Keihin down-draft carb with a velocity stack from a Weber carb.

117cc engine, race head, stroker crank, high volume oil pump, 4 speed tranny, oil cooler, lighting stator.

Custom seat and rear hinge made to allow tank access. The solid rods that make up the seat frame are firmly bolted at front to stiffen the tail of the frame. The optional CT70 grab bar was applied on both sides.

Kitaco extended swingarm. Front fender is from a Rupp mini, rear is from a Honda SL70 with a custom tail light.

All above studio photos by Peter J. Salisbury

An AHRMA-spec 200GP trackbike built for skateboard legend Steve Caballero. Steve commissioned the build by Denton Moto in mid 2017, and completed in early 2018. A Honda CL175 Sloper built in late 1968 was the donor bike, considered a “Holy Grail” by some, particularly among riders racing in vintage classes. Overbored to 209cc with Arias forged pistons, R/D heavy duty valve springs and titanium retainers, Cappellini chain driven high volume oil pump, timing chain tensioner with roller, adjustable cam gear, and an RDL Racing ball-bearing cam conversion. The clutch basket was lightened and Kevlar discs were added. A Highwayman inner-rotor battery-free race ignition provides the spark.

Racetech suspension components are used front and back, customized for Steve’s weight and the type of racing. Racetech springs and Gold Valve Emulators were used in the Ceriani 35GP forks for a firm but plush ride, and their G3-S rear shocks were built to fit this bike exactly, even making allowances for chain clearance. Sun shouldered alloy rims and heavy duty spokes were provided by Buchanan Spokes. Tires are a sticky set of Heidenau K-44’s The tank and front fender are Tannermatic pieces, with Glass From The Past kit making up the remainder. This bike was revealed along with the BrotherBike in early December 2017, and appeared in the OG Moto show in 2018, as well as Revival Cycles 2018 Handbuilt Show.

Early 2018. The rear spool stand can be seen under the bike, but the seat cover is yet to be made.

OG Moto Show in 2018.

The speedo was floated in the cockpit.

Kiyo of Kiyo’s Garage, Shinya Kimura, and Steve Caballero taking a look at he OG Moto show in Los Angeles, 2018.

Hand-painted 1960’s Honda Wing by Wade O. Wilson of Mansfield, Tx.

The Bones Ripper peering out the tail section. Painted by Wade O. Wilson.

Talking details. This was a surreal moment for me.

At the December reveal, left to right: Peter Salisbury, local radio KUZU FM founder who spun discs that night; me blabbering on the mic; DentonMoto co-founder Fabian Campos; Pinstriper Wade O. Wilson; Guest of Honor Steve Caballero: The back of John Green’s head; and Meta founder Andrew Campo.

Revival Cycles Handbuilt Show 2018. Photo by Michael Lichter

The Outlier’s Guild Show was a class act through and through.

The seat front and tank strap are secured by a single thumbscrew. There is a cable tether that secures the screw.

The December 2017 reveal of the bike at the Apellton-Patterson Center for the Arts in Denton, Tx.

The test tank was to spare the fiberglass from getting gassed up, as they have to be cleaned out after each use. The fairing, front fender, and seat cover were also removed to keep them safe.

A Honda SL70 tank with knee dents pounded in and the bottom cut off, hand laid fiberglass front fairing, custom seat and rear fairing. Brembo 4-pot front brake caliper. Aluminum torque plates were made to stiffen the stretched rear frame loops.

Fully adjustable Fox Float mountain bike shock under the seat

Honda CRF450 rear brake master, caliper, and pedal. The pipe is custom with a Supertrapp muffler. Wheels are 12” Honda NSR50 knock-offs. The rear fender is from a Honda CT70.

Underneath the seat a panel conceals the CDI and voltage regulator, and houses the ignition switch. The panel was taken from the innards of a medical ultrasound machine.

Takegawa 4-valve head, race cam, cylinder, piston, stroker crank, high volume oil pump, street outer rotor ignition/lighting stator, Hyper CDI, Special Clutch, 5 speed tranny, kickstarter, and magneto cover. A modified Honda CT90 brush guard was used to make the engine cradle.

The fiberglass front fairing was made by first making a wire form frame, and then stretching several layers of cloth over it. A cut-down visor from a Ducati 996. Headlight is from a Honda SL70. The front fender is a fiberglass NSR50 unit.

The tail lights are vintage Honda units in a custom housing. The rear fender paint scheme appears to extend the line formed by the frame backbone.

Takegawa speedo and tachometer. The control panel uses dimmable World War 2 era aviation instrument lights and switch flip cover. C&K toggle switches.

Studio photos are by Peter J. Salisbury.

This frame was abused, with bends, missing motor mounts, bad repairs and weakening of the frame from aggressive grinding. The frame was cut into small sections (there was even more cutting than in the picture,) sleeved, and re-welded. Extensive gusseting at the points in the frame known to have problems with cracking.

The frame was meticulously welded, shaped and sanded to remove any welding defect.

A 1966 Honda CB160 customized in 2016. This bike was the second in a series of three small displacement entry-level Honda race bikes (the 1980 CB50 AC-02 and the Cabracer 360 were the other two.) One of the things I love about motorcycles is the stories that surround individual bikes, and the culture that goes with them. In Japan, small displacement racing has been popular for decades, with some racers bringing their stripped-down daily riders to the track to compete on week-ends, and then back to the street on Monday. That is the spirit of the AC-02 and this bike: an amateur racer still legal for the street.

This bike was being towed on the back of a car in front of me in traffic in 2015. When the car pulled over to check straps, I decided to pull over and see if I could take a look at it. The driver of that car was my now business partner, Fabian Campos, and our venture, Denton Moto was born out of that first meeting. He was on the way to drop the bike off with some friends to have them powdercoat and paint the bike so he could sell it. The plan was to finance his own Honda CB500T custom build with the proceeds of the sale. Seeing an opportunity, I told him I could take out the first few steps of his plan by taking the bike as-is in exchange for customizing his bike.

The bike was stripped down and de-tabbed. Clubman bars were added, and a hand-formed front fairing was fashioned from a single piece of aluminum. The tank is a modified Honda Ape piece, rear-set footpegs and pedals are from a 1964 CB77, the seat and belly pan are from Airtech. The exhaust is made up of the stock scrambler pipes and a handmade muffler and shield. Shouldered alloy rims and IRC tires were added to the stock hubs. The lighting system includes a Honda SL70 headlight, custom control panel and wire harness, and a brake light that uses bronze from a drummer’s cymbal for the housing, and a lens from a World War 2 navy aircraft tail. Painted with PPG paint, the “Seven” name and number for the bike came from the bike being the seventh custom since my full-time entry into bike building in 2015.

The front forks are made from Honda NSR50 uppers and springs, ZB50 lowers, with Ractech Gold-Valve Emulators inside for an unbelievable ride.

A number of aluminum alloy parts were used in the build. Aluminum wheels, frame, kickstand, brake pedals, tripletrees, handlebars, kickstarter, footpegs, and engine cylinder replaced the stock steel units. The fairing skins, side covers, fenders, fork brace and a number of brackets and side covers are also alloy.

The exhaust is a Minigunz unit with a custom guard made from Honda CT90 and CT70 pieces, and a lengthened stinger. BBR alloy brake pedal.

Becuse of the high tunnel on the JT-1 tank, a custom fold-out control panel was able to fill the space. Ignition key and fog-light controls are inside.

Takegawa speedo and tach, and a custom phone holder. The fold-out contol panel can be seen in the open position.

Lots of Japanese tuner parts, Takegawa steering damper, wheel hub rings, speedo and tach, hand levers, kickstarter, side stand, and brake adjusters were used along with Shift-up fork preload adjusters, steering stem nut, fork, handlebar, and swingarm sliders, and cables. The tripletrees, race head, cylinder, and oil cooler are Honda Trail Bikes units.

The latch at the rear of the seat allows it to flip up, with storage underneath.

110cc stroker engine with heavy-duty autoclutch, 4-speed tranny, race head, lightened flywheel, lighting stator, Mikuni VM26 carb, high-volume oil pump, and oil cooler. Fast and responsive, it is a load of fun to ride.

Vintage panel lights were used on brake and license lights as well as the fold-out control panel under the tank tunnel.

Do you see the skull?

Lake O' the Pines in East Texas. This was the end of a great day hanging with the North Texas Norton Owners club (NTNOA.) The bike took first place in the Pitbike class.

The 1974 Norton Commando Cafe Racer is complete. It has been a long road to this point, with a number of changes on the way. What was supposed to be a mild custom ended up being a completely restored custom with an engine re-build. The head was worked over with new threads machined for the exhaust spigots, new valves and springs, the cylinders were bored .020 over, a Mikuni single carb set-up was added, an Alton electric starter installed, and all new ignition components were used, including a Tri-spark electronic ignition.

A cafe custom in the spirit of a 1960’s-1970’s British bike was the aim. The original style Norton mufflers replaced a set of short reverse cones that were used in mock-up. The rear-sets and fork brace are Norman Hyde pieces. The bright colors and stripes say race as does the clip-on handlebars, monster front brake, and bodywork.

The tail light is lit by a bright LED. The lens came from a Stanley tail light pulled from a Honda Z50. I usually manage to sneak a minibike part into my builds.

The rear of the frame was shortened about ten inches and bent upward.

The paint scheme and colors were chosen by the owner, and laid down by Jason Small.

Every nut, bolt, and part was touched in the restoration/customization.

The front fairing is made from a single piece of .050 aluminum with a steel wire frame supporting it on the edges. The front fender was formed from .050 aluminum as well, and has a small rubber isolated bracket to mate it to the fork, and hold it firmly.

The build in December, 2018. This 1974 Norton Commando came to the shop in rough shape. The owner’s desire was to customize it into a cafe racer. An aluminum front fairing, seat, rear inner fender, front fender, and license plate bracket were made for the bike.

Test-fitting of the aluminum fender. The entire fork and front brake assembly are new except the tripletree which are the originals with the handlebar mounts shaved and filled.

The rear frame loop was shortened and turned upward, and a new seat sub frame made to mount the aluminum pan and hump.

More work to be done at this stage, but the basic lines are emerging.

Pictures shot outside Dan’s Silverleaf, a longtime Denton favorite. Photo: RWB Visuals.

Flaquita. A 1971 Honda CL70 with aa 1970 Yamaha trail 100 tank, a sissy bar originally for a CB350, some Triumph “Fonzie” bars, and a 108cc stroker engine. A fun ride that can get up and go. This was one day toward sunset, after a brief shower. The tank badges gas cap, and ground effects have yet to be added at this point.

Harmony, a local model here in Denton, Texas was kind enough to do the shoot. Dy-no-mite! Photo by RWB Visuals.

The tank badges by Master Engraver Wade Oliver Wilson, of Mansfield , Texas blew me away. He took some simple instructions and made art of them. Photo: RWB Visuals.

A brass cover for the gas cap was the last custom touch. Another flower motif like the tail light, and pedestrian slicer propeller. Photo: RWB Visuals.

Flaquita means skinny.

The air filter was made from brass, with a stainless steel screen from an antique ether mask. There is a fine-mesh brass filter inside the stainless shell. The side cover for the battery, seen on the right of the frame, was purchased in an online auction for a surprisingly exorbitant sum. Seems there are not a ton of these out there being offered, and the bidding was ferocious. Funny part is that it matches so well, when I would have been happy with most any color.

The Zodiac vinyl seat cover was done by Mikey Kneavel, of Weatherford, Texas. The seat was inspired by Schwinn banana seats and the Norton Hi-Rider of the seventies. The pinstripe on the tank was done by Skratch of Skratch’e garage in Ft Worth, Texas. These guys are the real deal and do great work. They are also some pretty cool guys.

The pedestrian slicer and propeller. Photo: RWB Visuals.

The rear rack uses three different gauges of rod, and closed loops, so no sharp ends are present. It is zinc plated.

There is some of the original bright red paint visible on the underside of the tank. Beneath the side covers, it is still shiny and vivid red. The slow fade to a very pale pink on the top of the tank was part of what attracted me to it for this build. Finding just the right patina that shows age, but not too much abuse is sometimes tricky, but this tank had been lying ignored for years on a shelf in the shop, waiting for the right moment.

The road stretches on forever in front of you…

The rear light at the top of the sissy bar loop is made from an old exhaust clamp. The back of the light was made from a drummer’s cymbal.

The tail light lens is from a World War 2 era Navy plane. There is a bright LED inside. Photo: RWB Visuals.

Lights on! Both rear lights work as running and stop lights.

Sometimes referred to as a “pedestrian slicer,” they were originally intended for a place to put the license numbers for a bike. Made of brass, this one is purely ornamental and meant to be a bit of whimsy. The propeller will spin, but the wind has to be blowing pretty strong.

The control pad for the ground effects. There is an NE555 timer chip, potentiometers, and some resistors used to make a variable rate low frequency oscillator. It allows the LED strips under the seat and tank to blink on and off, or stay on. The knobs control the brightness and blink rate. It is made of brass with Mil-spec switches and knobs. Photo: RWB Visuals.

The Mikey Kneavel seat cover glowing in the Denton sunset.

The 108cc stroker engine has a rolling rocker head, a Mikuni VM26 carb, and a 12 Volt electronic ignition and stator. The original 4-down transmission and advancing flywheel were kept along with the engine cases, but everything else was changed out.

Still can’t get over how much the tank vector and seat added to the build. It was a cool day when it was done. I was at Skratch’s Garage in Fort Worth to pick up the seat after Mikey Kneavel covered it, and asked Skratch if he could do a tank. He said to bring it in, not knowing I brought the whole bike so we could see the fit of the seat. He mixed custom colors, and the whole thing was done in less than thirty minutes, right there in the front room of his shop. So awesome! . Photo: RWB Visuals.

Downtown Denton, Texas. Photo; RWB Visuals.

Photo: RWB Visuals.

My favorite thing: being photographed. Photo: RWB Visuals.

There is a rear rack, a tail light from a Honda CA72, and another custom tail light situated at the top of the sissy bar. The original muffler, chain guard, and tail light assembly were missing, and used ones found to replace them.

A friend gave me a junked-out 1972 Honda Z50 frame and engine for helping him build up his 1978 Z50. The tank was full of holes on the bottom, but there was something about the faded gold that caught my interest. As with a number of builds around here, a single part, in this case, the cut-down tank, was the impetus for the build. The frame was modified with a new solid swingarm pivot instead of the stock one, known for deforming, and the lower frame was lengthened to mount the rear sets. The pipe is a modified stainless Kawasaki KLX110 unit with a cut-down BBR D-section muffler.

Custom aluminum body work includes the front fairing, front fender, side covers, rear inner fender, seat assembly, and belly pan, all formed from .090 aluminum sheet, and the chain guard and oil cooler cover made from .050 sheet. The handle bars are cut down from a Z50 set. They are mounted to an early-style tripletree top clamp from a 1970 Z50. Tomaselli-style brake levers, and stock early Z50 grips were used.

A set of Koni rear shocks and a modified Honda XR80 swingarm makes for enough room to mount the 10” Honda CRF50 wheels and a set of Heidenau K78 tires.

In order to use the early model tripletree clamp with its shorter steering tube, a special nut was turned that recesses in the clamp. Custom aluminum clamping knobs keep it all tight together. Much of the hardware is safety-wired. An SL70 headlight was modified with a custom control panel.

There are a number of Takegawa parts on the bike. There is a Special Clutch, 125cc bore kit with +R Superhead, oil cooler, kick starter, kickstand, and fork dampers. The oil vapor catch can behind the right side cover is Kitaco, as is the ignition coil.

The 1960’s Honda CB77 rearset controls took some extra fabrication on the frame to mount them, but they blend in with the bike once they are. The right side brake pedal cable means chain tightening/loosening can be done without the usual adjustment on a brake rod. The vintage Koni shocks were originally for a 125cc size bike.

The front fender and mount subtley perform several duties. Aside from holding the fender in place, the mount act as a fork brace and mounting points for the external fork dampers. There are tabs on the lower mount to keep it from rotating.

Most of the body parts are designed for quick and easy removal. The belly pan is held in place by a single screw and a quarter-turn fastener. The front fairing uses a couple quarter turns, and the side covers use one each. The kickstand is also held in place by a single small screw. The tank also can be removed with a single strap and thumbscrew.

The quarter-turn fasteners that secure the front fairing can be seen below the handlebars, along with some rubber tethers and hooks. Some discrete turn signals are below the fairing.

From underneath, some of the frame mods can be seen. There is an extension of the frame below the motor mounts to hold the lower rearset mounting bolt. The rear of the frame was modified to accept a 1990’s style Z50R rear seat loop. The loop was used to make the rear section of the steel seat mount. The aluminum seat shell is attached to that. Unused tabs were removed from the frame, and swingarm, but nothing was painted.

On the XR80 swingarm, the lower mounts were modified with rubber mounts to accept yoke-style shocks.

The tank thumbscrew can be seen under the strap.

Some brass inserts were soldered into the tank to mount the side badges. The petcock is from a Ducati. A Mikuni VM26 carburetor can be seen peeking out below the tank.

The rearset footpeg and brake were both in the way of the kickstarter. Easy enough to fold up the footpeg, but in order to get the brake pedal out of the way, a cam was welded to the edge of the footpeg that pushes the brake arm down. Whenever the footpeg is placed into the up position, it depresses the brake pedal just enough to clear.

Some of the ugliness on the lower tank. Don’t know why, most every time I see one of these tanks from the 1972-1978 Z50’s, it seems to have some holes. New mounting brackets were made for the front and back of the tank, utilizing the stock rubber parts.

The power plant is a clone based off the Honda TRX70. It is 110cc’s with a 3 speed automatic transmission with reverse. The exhaust pipe is modified from a Kawasaki KLX110 stock unit. The Cal-Custom Stromberg type air cleaner cover protects the cone filter and 20mm carb from tire spray. The candy cane shifter was made from a mangled Honda Z50 brake pedal, some brass plumbing parts that were brazed to the end, and a red eight-ball.

The control panel came from a bike a buddy gave me, a 1972 Z50 frame and engine that became the PonyBoy bike core. The bike had lived a hard life as a rental at a track, and the front number plate had a toggle kill-switch on it to handle incoming riders when their ride was done. There are individual switches for each headlight and the LED ground effects, as well as the running lights. The power is through a Honda key switch, and the starter switch is under the flip cover on the left. The ED Roth Rat Fink keychain is one I got from the Moon eyes guys at the Bornfree Motorcycle show, and then hand painted.

The wheelie bars are a must if a rider is on the rear seat. Made with Powell-Peralta Bones skateboard wheels and bearings, and a 4130 moly steel frame. The Cal-Custom barefoot foot pedal was adapted to make a foot brake. The license plate is from the California Board of Equalization (man, they take their stereo components seriously!)

The amazing seat cover by Mobtown Mike of Weatherford, Texas in beautiful Zodiac flake makes the bike. The street tire in front and knobbies in back provide great street handling. A knobby front tire is mounted and ready for off-road riding, which the trike does amazingly well.

Spring-loaded rear bin for all your crap. It is about the size of a lunch box.

The idea on the fenders evolved from my desire to mainly use materials on hand. There was some .030 aluminum sheet around, but without a sturdy support under it, it wouldn’t be strong enough to support someone standing on it, a requirement. The ridges are from the 1/8” thick steel strips that arch over the steel tubes running out the sides of the frame. The aluminum was carefully pounded into the recesses. The other reason for using this method was the desire to use the vintage cab marker lamps as brake/running lights. Because the arc of the bottom of the lamps was for a flatter surface, something had to be done to adapt them to the tight arc of the fender.

The Jet-Age front fender ornament made from solid brass and silver-soldered together.

The reproduction 1959 Cadillac tail lights turn signals, and fender marker lamps are all fitted with LED units. The running lights can be switched on and off, or made to flash. The brake lights are actuated by the right handlebar lever or foot brake.

A Bates removable sissy bar for the king, and a Harley bitch bar for the Queen seat. The tank mounts and seat mounts are finished, and the fenders are starting to take shape.

This is mid way in the build, in early 2022. the basic structure is tacked together, but there is a long way to go, and a ton of decisions yet to make.

Early in mock-up, the seat, tank, handlebars and lighting are all there. The handlebars were cut down for several reasons, not least of them being to fit inside my van (with about an inch to spare.)

A 1980 Honda CB50S, also known as the AC-02. The bike came to the shop in poor shape, ridden hard, and painted orange on just about every body part. A complete restoration was done in 2015, with a number of modifications.

The engine was oxidized, but still ran well enough. Some aftermarket parts like the rear-set foot peg mounts and clip-on handlebars were added by a previous owner. The clip-ons were rebuilt and used, but the rear-set mounts fit poorly and were in the way for the kickstart.

The finished engine. A Takegawa 82cc bore kit and 20mm carb kit were added, as well as one of their forged aluminum kickstarters.

The before pic of the front end shows the tired condition the bike was in. The wheels were completely rebuilt, with only the original hub remaining. OEM Honda rims, spokes, and bearings were used.

Someone loved orange.

The fuel tank filler neck was moved to the side so the tank strap would fit. The seat was made from a vintage fiberglass unit made for a Triumph. It was cut down, and extra layers of glass added to strengthen a cracked seat pan/hump joint.

A 1974 Honda MT250 Elsinore made into a flat tracker. Andrew Campo of Meta Motorcycle Lifestyle and Culture Magazine put the donor bike in the hands of Dentonmoto and said to “just do something cool with it” shortly after meeting him in Denver. Another build for skateboard legend Steve Caballero, the “Cabracer 360,” was underway at the shop, and gave us the opportunity to make Steve part of its story. The bike had been ridden by Andrew and his friends in Denver and was a spirited ride with the 2-Stroke acceleration, huge tires, and a wider CB450 front fork set-up and wheel (minus the brake.) To continue its story, the decision was made to keep it as a dirt-track bike with some modifications. The bike was given a complete make-over with a glass tracker seat, chopped gas tank, shortened rear frame loop, Fastway pegs, Renthal bars, motionPro throttle and cables, and Pro Taper grips. Racetech supplied their Gold Valve emulators and new springs for the shortened MT250 front forks, and G3-S shocks custom built to rider specs. Buchanan Spokes hooked us up with their heavy duty spoke sets and some Sun alloy rims. Engine bore-up was with a Wiseco forged piston and rod bearings, and a Mikuni D28 flat-slide carb does the breathing. The engine was assembled by John Green of RotaJG bikes. A Horween leather seat cover was made by Clint Wilkinson of Wilkinson TX. in Denton, Texas. The wings on the tank and the number plates were painted by Wade O. Wilson of Mansfield, Tx.

The second part of the BrotherBike story was to keep passing it on to other riders to share, enjoy and race. Steve was chosen as the first recipient, with a year to ride until it is passed on to the next brother (or sister, for that matter.) When the bike got out to California, Steve found a rear Dunlop K180 at Roland Sand’s shop, and a front one at a buddy’s to make a proper tracker tire set-up. Steve has already given it a good shake-down, busting off a peg in practice, getting it re-attached by Go Takamine, and competing at Perris Raceway.

This bike was meant to be ridden. Steve working the flat track at Perris.

We were luck enough to get Steve and his son to come out to Texas for the reveal of the BrotherBike in early December, 2017.

Early Knight-style fiberglass tracker seat I picked up from my Jersey bro, David Moore, “the other Davmo.” It was hard-worn, with a finger size hole and cracks in the rear deck where it had been previously mounted. Extra layers of glass were laid along the back of the seat to give it some reinforcement.

Outside Steve’s house with the new Dunlop tracker tires.

The seat cover by Clint Wilkinson of Wilkinson,TX, a fine leather gallery in Denton, Tx. He and Andrew Campo are old friends, and it was something Clint wanted to do for his buddy. Prior to being hauled to California, it stayed at Clint’s Gallery for a couple weeks.

Steve and Go Takamine at Perris making some practice laps.

Light and fast.

Found chained to a tree. Chained no longer.

On the assembly table in the shop before the Racetech rear shocks arrived.

PPG paint on the Cabracer360 and Brotherbike at the same time.

Go Takamine putting a footpeg back on the BrotherBike.

Waiting for some more bikes to show up Friday morning at the OG Moto Show.

The Outlier’s Guild Moto Show in Los Angeles was an awesome chance to show the bike in a really cool space.

MT250 shortened forks with Racetech progressive springs and Gold Valve Emulators. Since there is no front brake, the rotor boss on the front hub was shaved down. A vintage Cal Custom fork brace was used.

In Primer at the shop. The frame was powdercoated by another couple brothers at Triad Product Finishing in Lewisville, Tx, who always do a killer job. Thanks, Todd and Bryan!

The stock rear wheel hub was totally rebuilt, and Sun Rims were laced on with Buchanan heavy duty stainless spokes.

The tank is from an XL350 from what I can tell, with an asymmetrical back end.

The Racetech G3-S rear shocks feel great on the bike, and look badass too! They were custom made and set to Steve’s and the bike’s weight distribution, and riding type.

Prior to tear-down. These are the rather large tires that came on the bike. The bike came to me with what appeared to be a CB450 front end. The triples were kept, but shortened MT250 forks were used.

Shinya Kimura of Chabott Engineering taking a look at the OG Moto Show in 2018.

I always look for something so far gone that it makes it easier to justify cutting it up. This thing had been ridden hard and put up wet. It was in the same family and came with original title. The grandson of the original owner sold it to me and told me three generations of family had used it…hard.

Yes, that is an Apple i-mac stand. The original tripletrees were widened and stock forks used.

Custom exhaust with removable baffle. The CR80 rear brake master and pedal were used.

The original tank had pinholes and bad repairs, and was chopped off. CR80 wheels, hubs, rotors and calipers with custom caliper mounts were used. The original footpeg mounts were relocated in a higher rear-set position.

Vintage panel lights with dimmable screens from 1940’s aircraft. Everything is LED updated, there are ground effects, and no battery. The flip-top switches are for ignition ground effects.

The tank is from a 1964 Honda CA110 or Super50. The same tank was used on the CZ100, Honda’s first mini. Custom seat with springs underneath. Built in 2009-2010.

Though there are graphics on the sides of the tank, the stock covers and knee grips look pretty good, so there is usually one on the bike. Custom center stand, handlebars, and fenders. The engine cradle is a modified CT90 piece. Front steering and shock dampers.

Because there is plenty of room under the tank tunnel, a storage area big enough for a wallet and phone is accessible through a flip-down door at the front of the seat. The seat springs are valve springs from a Ford 289. A billet oil cooler is visible under the seat.

Kitaco aluminum rims, Takegawa forged aluminum kickstart, custom pipe with modified stock canister.

110 stroker engine with race head and cam, 4 speed tranny, Takegawa heavy duty manual clutch, high volume oil pump, 20mm carb. The original petcock was re-located forward to clear the frame.

Original Z50 bars were modified into a shorter cafe style. Fastway foot pegs are the best.

Home-brew LED brake and signal lights. The ground effects use blue and green lights, and make the tail lights turn purple and green when they are turned on.

Started as a parts-bin special, and ended as a full custom.

Finally on the ground. The bike starts, stops, runs as it should for the most part. There is an issue with the lights I am going to have to investigate. It started with all the light running, now it seems nothing works...either a loss of power or a surge that blew all the bulbs. I am thinking the surge less likely as the high and low beams both don't work.

Been working on the bike, and the light issues were due to a bad section of wire. Now everything is in place but the brake light sensors. The bike is a blast to ride.

Late in the build. I liked the seat pan so much I considered a small removable cover.

Waiting on parts from Japan...Takegawa rear shock, side cover, kickstand. A couple of key pieces that keep it from being on the ground.

The exhaust header is a Yoshimura for a BBR V3 bike, mated to a Supertrapp muffler. Hence the "Yoshi-Trapp." moniker. My buddies Ross and Chad had me do custom pipes on some of their bikes, and the exhaust heat shield was made from the leftovers from Chad's shortened muffler, while the Yoshi pipe was payment for the work done on Ross's pipe. The pipe was shortened in the first segment 2", and the tail was cut and realigned.

Prior to tear-down for paint/powder coating. This is with the smaller 3.5 front tire. In between this and the painted pics, a 4.0 was put in its place.

The unmolested CRF50 frame. The tail section is stupid high, and needs to come down.

A second loop was created with a solid bar inside, reinforcing the top loop in the mid section.

Even with the tail lowered, it still has an aggressive stance.

Made from 16gauge cold rolled steel. I used a short segment of pipe, a ball peen hammer, and a hand sledge to make the dimples.

This 1972 Honda K3 Z50 was transformed with all new bodywork, engine, wheels, and controls. The World Famous Wheelie-ing Elvi group of which I am a member, commissioned the build for our leader, Bobby Ornelas, and surprised him with it July 4 of 2016.

Solid alloy wheels, extended swingarm and rear shocks, Takegawa front fork damper and forged side stand, stainless exhaust, and custom seat and rear rack. All-new fenders, tank, side covers, headlight, and front fairing painted in a George Barris Batmobile tribute. There is even a secret side compartment to store valuables with a dedication inscription barely visible on its backside. Power is by a 108cc Stroker built and dressed-up by two fellow Elvi Jay Clark and Clint Jakab. Some of the parades and events the bike was built for are at night, so there is an elaborate LED ground effect set-up and custom control panel. There is also a set of Supernova LED turn signals and brake light set-up.

LED ground effects signals and running lights.

A hidden latch releases the secret side compartment…guess its no secret anymore.

Bobby in the signature Elvi stance July 4, 2016.

Modified in several sessions spread over a couple years, the Red Baron might be considered complete…but you never know. The most recent round was to add the banana seat, sissy bar and low pipe.

My buddy Ben’s Z50. He had most of the parts, but did not have the mounting tabs or plumbing worked out on the tank. The front fork was switched out, CRF50 wheels were fitted, an unknown headlight bucket that has since been filled was added, the electrical system had to be fabbed up, cables worked out, and the motor started.

The seat cover was taken from a reject custom seat another customer ordered online and left behind. Recycling has always been a big part of what goes on in the shop.

land of the Pines Norton club rallye a couple years ago. I came upon this site the morning I arrived, a casualty of late night tire burn-outs and rut digging.

Before the rear fender was “shortened by wheelie.” The seat was one Ben found online just to complete the bike, but it never really fit the rest of the bike style-wise. The bike left the shop for a couple years of riding and some pinstriping, before returning for the banana seat and sissy bar.

The night Alton Gillespie painted Ben’s tank and number plates out in East Texas at the Land of the Pines Norton Rallye.

Ben taking a test fit after the first round of assembly.

Leak testing. The plumbing on this bike was absent and I just wanted to make sure there was no slow leak with a two day test run.

Ben found this LED Maltese cross tail light. It definitely fits the theme of the bike and is super bright!

If you are going to be dressed as Elvis on a mini, you might as well stand out.

The tail of the Scorpion…beware!

Crome plated Trail-Jet tank with Honda badges. SL70 handlebar controls. CT70 top clamp and handlebar mount. An extra lever on the left handlebar for the rear brake.

110cc’s Mikuni VM26 carb, race head and cam, high volume oil pump, 4 speed tranny, heavy duty clutch.

CT70 fork upper covers, headlight tripletrees, and cut-down outer springs with Honda MR50 forks and inner springs. The combo of the two springs makes for a surprisingly cushy ride.

My buddy Brian Hunt commissioned this bike to be ridden in events with The World Famous Wheelie-ing Elvi, a group of Elvis impersonators on minibkes. Built from a CRF50 frame and engine, the rear of the frame underwent a bit of chopping and addition of a new subframe top loop with stunt pegs. The engine is bored out to 88cc’s, with heavy duty autoclutch, high volume oil pump, race cam, a 20mm carb and a lighting stator. Brian wanted a super white bike with BMW livery, number plates, a larger and softer seat modified from a CR85 donor (to avoid the dreaded “fiddy-butt”,) and dual exhaust. Keeping the vintage Z50 vibe, metal bodywork including a 1988 z50 tank, fenders, and number plates were used. The stock brake pedal was lengthened, a KX140 kickstand used, extended front forks and heavy duty springs, and an aluminum swingarm finish out the chassis. Because the Elvi sometimes ride in Parade of Light events, LED ground effects and riding lights were added.

A 1993 Honda CB750 Nighthawk custom. Referred to as a “convertible” because of a special feature allowing the seat to be lengthened from a solo seat to one long enough to take a passenger along. The entire rear frame was rebuilt and a custom seat and tail added. A 70’s CB750K tank was fitted with a paint scheme borrowing from mid 70’s CB360 tanks. The front forks and brakes are from a Yamaha R1.

The tank sheet metal lines were continued into the tail section. Renthal bars, Shinko tires.

LED Jeep headlight.

Supernova LED turn and brake lights from Revival Cycles in Austin, Tx.

The seat extension mechanism and electronics pan. The two rings seen toward the bottom of the picture are accessible underneath the seat, and when squeezed together, release the sliding rear cover. The seat can be extended an extra two to six inches.

The seat fully extended. A lot of work was done to keep the under seat area clean and open, hiding the battery behind the engine, and electronics under the seat.

The 2017 reveal at Dan’s Silver Leaf in Denton, Tx. New owner James Traywick riding up on stage.

The frame and exhaust prior to heading out to Triad Product Finishing in Lewisville, Tx. for powder coat and ceramic coating. The new seat mechanism allows the rear seat to be extended an extra five inches The stock swingarm was shortened a couple inches as well to tighten up the bike and make a better stance.

The front Supernova LED signals on the side of the headlight.

The donor bike was found in Denver, and had already had the R1 fork conversion as well as a Walking Dead tribute styling. The 1993 CB750 Nighthawk rear frame said: “cruiser,” and had to be dealt with. A new top tube for the rear frame was formed from DOM steel tubing, and the lower members repositioned higher and slightly forward to meet up with it. The passenger peg mounts were traded for some smaller ones.

James is so cool he has two nicknames. The inscription is hidden inside the battery box.

An early custom mini done in the 1969 Z50 paint scheme. 88cc 4 speed manual clutch engine from a Honda SL70.

Started in 2020, this bike came to me as a true basket case. While the engine was in the bike, the pistons were missing and the cylinder and head just laid on top. Coffee cans of disassembled parts were labeled and fairly well organized, but the condition of a lot of parts was rough, and in many cases, unusable. A full restoration with modifications like aluminum body kit and wheel rims, competition folding pegs, Ekins style high pipes, custom handlebars, a Ceriani front fork, and a totally rebuilt engine. These images will be updated as the build progresses.

All bearings, bushings, seals, sprockets, chains, and gaskets were replaced in the engine and tranny. The crank was turned.010” and balanced as an assembly with the pistons. All new cams, followers, and tappet blocks were used. A “half race” cam set was chosen with an E3134 intake cam, like the bike originally had. A new pressure relief valve, and a Morgo brand pump will handle oil delivery.

Ceriani triple trees and forks with a custom headlight mount. The bucket is a Lucas 5 3/4” unit. The fork brace is a Cal-Customs NOS piece.

The frame was carefully stripped and repaired, replacing missing bungs, and filling some ground areas.

During mock-up, trying to decide rear shock length to get the stance right. About an inch more should do it.

A custom oil tank mount that is rubber isolated top and bottom.

Some really rough hardware after all the cleaning and burnishing. There is a lot that goes into hardware restoration on these builds. As much as possible, correct original parts are used over new or reproduction parts, but in the case of this bike, there was a lot of hardware missing.

A new side stand bung was brazed on.

Aluminum parts for the engine are polished.

A 1980 Suzuki GS750, and a 1978 Suzuki GS550 with a 750 engine belonging to Brothers Justin and Austin Nall. Both wanted more compact seats, updated controls, handlebars, instruments, exhaust, bodywork and paint.

Justin’s GS was a more involved build, with new cusom side covers, mufflers taken from a Honda CB550 set, custom seat, shortened front fender and a steel rear fender from an earlier GS750. A custom paint job was done on the body pieces and the exhaust was ceramic coated. Justin also wanted to include some leather and patches from one of his Baseball gloves, which ended up being used on the seat and grips.

An early GS speedo and tach replace the lunch-box size stock units. Renthal alloy bars with custom leather grips along with a modern light switch selector make up the front controls.

Keeping with the baseball touches on the bike, the Rawlings patches from a used glove were applied to the seat.

Rounding out the build, a new set of Mikuni carbs, new shocks, a new headlight, signals, and Shinko rubber were used.

The 1978 GS550 after a new rear loop and seat were put on. The original fenders have been bobbed and repainted. The original paint was dulled and had small scratches, but buffed out so well, a future paint job was called off.

Austin found a custom seat online that was made a little narrower in front and a bit thicker as well. I advised him the super thin seat that is popular now is not much on sustained comfort.

New smaller gauges, front brake master, Renthal bars, and Horween leather grips were applied.

I love Renthal products, mostly their bars and chains. In this pic, the stock gear selector indicator was removed from the huge original speedo housing and made to fit on the lower left side.

Smaller more discreet turn signals and brake light replaced the stock units.

One of the progress pics in the middle of the update. The exhaust has been ceramic coated and the headers wrapped.

The Horween leather wrapped grips.

Before and after of a 1969 CL350 sympathetic restoration. The original paint was kept on the fork uppers and tank. Original chrome was used where practical, with NOS and quality used pieces used.

Some of the worst of the worst on the 1968 CB350 prior to restoration. It appears there was a leak and splashing concentrated on this one area of the bike. The other side was not as bad.

An NOS gear shifter and used linkage, a used muffler shield, and chrome re-plated points and carb covers. The original round engine side cover was polished and rest of the covers painted with Honda Cloud Silver paint. Carbs were dismantled and hardware replated with clear and yellow zinc as originally manufactured. Plastic side covers were repainted as were the original badges.

The bike had been stolen and found wrecked, with the brake pedal bent up, the kicker flopping around and footpegs bent.

Although there was a significant amount of surface rust, most of it came off well enough to stick with the original pipes. A lot of hand polishing and rust remover was used.

A CM450A automatic revival, getting a new headlight, carb rebuild and some other repairs.

Priscilla, a 1975 CB125 5 speed getting a revival.

1973 Honda CT70 K2 given an 88cc bore-up prior to sale.

A 1971 CT70H K0 4 speed. Re-plated hardware, restored footpeg assembly, brake panel restoration with new grooved brake shoes, polished and buffed out. A new seat cover and headlight bucket were also added.

Honda TL125 that was revived.

Triumph T-100C 500cc scrambler rider.

1971 Honda CT70 K0. This one started with a frame only. A total rebuild of a correct K0 engine into a 108cc stroker with high volume oil pump, 20mm carb, heavy duty clutch, and race head and cam. Every part of this bike has been restored and is functional.

A 1971 Honda ST70 K0 Export model that was revived.

Yamaha XS400 that had a major revival.

1973 CB360 was given a Motogadget m-unit electronic system and controls. A new stealthy set of LED turn signals were added.

A couple of 1969 Z50’s, a ‘68, and a ‘71 on the upstairs catwalk in the shop. These were done around 2010-2012, and have not been ridden since restoration.

A 1971 Z50A sympathetic restoration with an 88cc big bore kit, race head and cam, and heavy duty clutch. A 20mm carb and manifold, ducati petcock and curved air filter were also added.

The lower white portion of the tank was re-painted, but the red is all original, as is the chrome. The wheels and brakes were completely rebuilt, forks were serviced and new boots put on. All hardware including the footpegs was replaced with freshly re-plated cadmium ones.

The seat cover was replaced, new cables, brake levers, grips, and all of the other rubber was replaced.

Kevin’s 1971 Z50 custom. I found this one nearly complete, minus some engine parts and restored it to running a number of years ago. My nephew, Blaine brought a similar z50 (seen below) to me to have an 88cc kit, race head, heavy duty clutch and some other goodies applied recently, and his buddy Kevin rode it and had to have one. They now have near-identical customs!

A new seat cover, Bridgestone tires, new cables, fenders, fresh cadmium plated hardware, and a repainted tank were some of the restoration done besides the engine work.

The fold-down bars were straightened and the throttle and grips replaced. The bike is 100 percent functional.

1967 Triumph Bonneville T120R revival. This is my personal ride and needed some love after years of sitting around. Amal 930 carbs replaced the original monoblocks and a Wassell electronic ignition was added.

Such a classy English girl.

Still on the restoration list is getting the original Smiths tachometer functional again.

Blaine’s 1971 Z50 custom. I did a number of things including a new electrical system, performance upgrades on the engine, new fenders, wheels, brakes, and tires, and handlebar repair.

The entire footpeg assembly was replaced with a newer OEM unit, drive chain and counter sprocket changed out, and a new wire harness and key switch were used.

A 1975 Honda CB500T built into a brat-style daily rider for Denton Moto co-founder, Fabian Campos. This is the bike I customized for Fabian as a showpiece for our fledgeling business, and in exchange for the CB160 that became “The Seven” bike.

Racetech Gold-Valve emulators were used to update the forks. New master cylinder, levers, hydraulic hose and fresh caliper seals sorted out the front brake. An LED Jeep headlight is significantly brighter than the stock unit.

Tiny Supernova LED turn signals on the side of the headlight bucket. The mounts for the signals are made from bronze harvested from a broken cymbal. The rear license plate light is made from the same bronze.

The rear was shortened and a loop grafted in. There are small Supernova LED signals hidden beneath the seat. The seatcover was custom made from two shades of Horween leather by Clint Wilkinson of Wilkinson, TX. here in Denton.

Since the seat cover was so nice, I made small brackets to hold the edges down, held in place by rivets.

Friends of Fabian at Triad Product finishing, Todd Brandenburg and Bryan Rhodes, powdercoated, ceramic coated, and painted all of the bike parts.

The original fenders were shortened and a set of CB550 mufflers modified to fit the stock headers.

Fabian had his friend Jon Carpenter make these wooden grips.

General maintenance like brake caliper, carb, and starter motor rebuilds were done. Spark plugs, points, condenser, ignition coils, voltage regulator and spark wires were replaced. A Motogadget m-Unit and handlebar controls were used along with a new custom wiring harness.

Because Fabian wanted the bike to be a tribute to the uncle that spurred his love of bikes, a Shitame repousse yoke was fashioned from brass.

A smaller tach and speedo help to unclutter the cockpit.

The CB550 mufflers use the stock CB500T clamps and gaskets welded to the front of the can, allowing them to be removed or changed out easily.