DD Motorcycles

BLUROC X-BONGO 125cc

2025-10-28T10:50:00.034+01:00

Always regretted selling my Honda Monkey.

It was so much fun driving it.

Not to make long journeys but as a city commuter it was perfect.

Now a new bike caught my eye.

Almost half the price of the monkey.

It’s the Bluroc X-Bongo.

Some of the good points that the Bluroc X-Bongo has……

- Alloy Swing arm, you will be paying a good few hundred pounds at if you want one on your Honda.

- It has a 4-speed gearbox like the old Monkey.
Not a 5-speed overdrive, you just keep switching between 4th and 5th gear.

4 gears is more than enough for a small bike.

- It has a 428 chain not a 420 like the Honda.

- Larger 8 Liter fuel tank for improved range.
Approximately 325 km.

- Nice Speedo with lots of info.

- USB connector.

BLUROC X-Bongo 125 Specifications:

Dimensions (L x W x H): 1650 x 760 x 1035 mm
Compact and easy to manoeuvre, ideal for city commutes and weekend rides.
Seat Height: 735 / 780 mm – Offers a comfortable ride for riders of varying heights, ensuring an enjoyable experience for everyone.
Wheelbase: 1155 mm – Provides solid stability, making it easy to ride and handle in a variety of conditions.
Dry Weight: 101 kg – Lightweight design for optimal maneuverability and comfort.
Fuel Tank Capacity: 8 L – With an excellent fuel capacity, the X-Bongo 125 ensures you can go the distance without frequent stops.

Engine Specifications:

Motor: Air-Cooled, 4-Stroke, 1 Cylinder, 2 Valve – Reliable and low-maintenance, designed for smooth performance. Euro 5+
Capacity: 125cc – The perfect engine size for learners, offering just the right amount of power for beginners.
Power: 6.3 kW (approximately 8.45 hp) @ 7500±500rpm – Smooth and reliable power, ideal for everyday riding.
Fuel System: Electronic Fuel Injection (EFI) – Efficient, environmentally friendly, and provides smooth throttle response.
Start: Electric – Simple and quick electric starting system for easy access to every ride.

Cleaning the Oil Spinner and Oil filter

www.facebook.com/Bluroc X-Bongo

Bluroc X-Bongo Owners Manual

Bluroc X-Bongo Workshop Manual

Importer for the Netherlands:

Grom bikes

https://www.facebook.com/GromBikes

TRIUMPH BONNEVILLE T120

2023-07-06T14:24:00.013+02:00

Triumph Bonneville T120 2016

Inspired by the legendary 1959 Bonneville and styled to incorporate the original’s iconic features, the new Bonneville T120 reaches a whole new level of detailing, quality and finish — including deep chrome multi-piece Triumph tank badges, grab rail and innovative twin-skinned chrome exhaust headers and peashooter style silencers.

This bike has “Alpina” black aluminum wheels with tubeless tires instead of the original, heavy, chrome steel wheels.

The front brake rotors are full floating disks from Brembo.

It is equipped with heated grips and the optional cruise control.

LED Turn signals

Color: Cranberry Red and Aluminum Silver with hand painted Gold striping.

CruiseControl and Heated Handgrips

CruiseControl

New 1200cc 'high torque' engine

The authentic character of the Bonneville T120 comes to life through the all-new 1200cc 'high torque' 8 valve, parallel twin engine.

Built specifically for the modern classic riding style, with immediate and exciting power delivery, it produces a peak torque figure of 105Nm at a low 3100 rpm - an amazing 54% more than the previous generation.

General information: Model Triumph Bonneville T120 Year 2016

Engine and transmission:

Displacement: 1200.0 ccm (73.22 cubic inches)
Engine type: Twin, four-stroke
Power: 79.0 HP (57.7 kW)) @ 6550 RPM
Torque: 105.0 Nm (10.7 kgf-m or 77.4 ft.lbs) @ 3100 RPM
Compression: 9.2:1
Bore x stroke: 97.6 x 80.0 mm (3.8 x 3.1 inches)
Valves per cylinder: 4
Fuel system: Injection. Multipoint sequential electronic fuel injection with SAI
Fuel control: Single Overhead Cams (SOHC)
Ignition: Digital-inductive type via engine management system
Cooling system: Air/Coolant
Gearbox: 5-speed
Transmission type: Chain (final drive)
Clutch: Wet. multi-plate
Driveline: X ring chain. Primary drive: Gear.
Fuel consumption: 4.50 litres/100 km (22.2 km/l)
Exhaust system: Chromed 2 into 2 exhaust system with twin chrome silencers

Chassis, suspension, brakes and wheels:

Frame type: Tubular steel cradle. Twin-sided, tubular steel swing arm.
Rake (fork angle): 28.0°
Trail 110 mm (4.3 inches)
Front suspension: Kayaba 41mm forks
Front wheel travel: 120 mm (4.7 inches)
Rear suspension: Kayaba chromed spring twin shocks with adjustable preload
Rear wheel travel: 120 mm (4.7 inches)
Front tire 100/90-19
Rear tire 130/80-17
Front brakes: Single disc. ABS. Nissin 2-piston floating caliper
Diameter: 310 mm (12.2 inches)
Rear brakes: Single disc. ABS. Nissin 2-piston floating caliper
Diameter: 255 mm (10.0 inches)
Wheels: Wire spoked.

Physical measures and capacities:

Weight incl. oil, gas, etc: 224.0 kg
Seat height: 785 mm (30.9 inches) If adjustable, lowest setting.
Overall height: 1125 mm (44.3 inches)
Overall length: 2230 mm (87.8 inches)
Overall width: 739 mm (29.1 inches)
Wheelbase: 1445 mm (56.9 inches)
Fuel capacity: 14.50 litres (3.83 US gallons)
Oil capacity: 4.50 litres (4.76 US quarts)

Other specifications:

Color options Black, dark red
Starter: Electric
Instruments: LCD multi-functional instrument pack.

Old vs New

Also see this link to my old Bonneville: LINK: Triumph T140 V

MATCHLESS 600cc ABSAF G85 CS

2022-09-24T14:16:00.013+02:00

MATCHLESS ABSAF G85 CS

ABSAF, in full the Appingedammer BSA Factory, has acquired an international reputation with what we can best describe as improved replicas of the already illustrious 500 cc BSA Gold Star single-cylinder OHV.

Meanwhile, ABSAF has broadened its range with an equally illustrious Matchless single burner.

ABSAF, whose Gold Star blocks are almost mandatory in international classic racing for those who want to race with BSA's, produces the Matchless block in the size that the original factory in Plumstead also supplied, 500 cc, but also in a size more, namely a 600 cc.
At Matchless the 500 cc model was called the G80CS and in its latest version the G85CS and ABSAF has of course kept those names, although that the 600 cc engine is called G85CS here.

The 600cc ABSAF Engine

Carburetor: Mikuni VM38

12 V conversion

Battery: 12V 3 AH YTX4L-BS (113x70x86 GEL)

Ignition: Pazon PA2T ABSAF

Rectifier Regulator: PODtronics 12V/200W

Sparkplug: NGK CR8

Coil: PVL 12 V 4 ohm PVL 101-220

Altenator: - Rotor Wasell WW10105

- Stator 10A

Exhaust: Goldstar.

Primary drive: Newby Belt drive kit, dry clutch.

Extern Oil filter.

Oil: Castrol EDGE 10W60

LINKS:

ABSAF Matchless G80/G85CS Complete Engine

Het MotorRijwiel

Red Hand Classics

PUBLICATIONS:

Honda Dax ST125

2022-03-14T11:29:00.008+01:00

HONDA ST125 DAX

Pearl Nebula Red

Pearl Cadet Grey

ENGINE
Type	Air-cooled SOHC 4-stroke 2-valve
Displacement	124cc
Bore x Stroke	50.0 x 63.1mm
Compression Ratio	10.0:1
Max. Power Output	6.9kW @ 7,000rpm
Max. Torque	10.8Nm @ 5,000rpm
Noise Level (dB)	79.2dB
Oil Capacity	1 litre
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	3.8 litres
Fuel Consumption	63.7km/l
CO2 Emissions WMTC	35 g/km
ELECTRICAL SYSTEM
Battery	12V 3.5Ah
DRIVETRAIN
Clutch Type	Wet Multiplate and Automatic Centrifugal Clutch
Transmission Type	4 speed rotary
FRAME
Type	Press backbone frame
CHASSIS
Dimensions (LxWxH)	1,760 x 760 x 1,020mm
Wheelbase	1,020mm
Caster Angle	24.9°
Trail	84mm
Seat Height	775mm
Ground Clearance	180mm
Turning radius	2m
Kerb Weight	107kg
SUSPENSION
Type Front	Telescopic 31mm USD fork, 100mm axle travel
Type Rear	Twin shock, 120mm axle travel
WHEELS
Type Front	5-spoke cast aluminium
Type Rear	5-spoke cast aluminium
Tyres Front	120/70-12M/C 51L
Tyres Rear	130/70-12M/C 56L
BRAKES
Type Front	Single 220mm hydraulic disc with IMU-based ABS
Type Rear	Single 190mm hydraulic disc
ABS Type	Single Channel ABS
INSTRUMENTS & ELECTRICS
Instruments	LCD
Headlight	LED
Taillight	LED

Follow this Link for the 2018 Honda Monkey:

HONDA MONKEY ST125

BMW R1250 R Black-storm Metallic 2019

2022-03-13T13:12:00.009+01:00

BMW R1250 R Black-Storm Metallic Roadster

BMW R1250 R
BMW Navigator VI Pn. 77528355994
WUNDERLICH base holder for original Navigator Pn. 21096-002
PUIG Windshield New Generation Sport (Black) Pn. 3624N
BMW Spoiler windscreen holder Pn. 46638392844
OptiMate USB O-100
SP Connect™ MOTO BUNDLE

I bought the R1250R because I liked the “naked” look of this Roadster.
I like to keep an eye on the road while I am touring and not constantly looking down on my navigator.
The Wunderlich holder also is an sort of anti-theft holder. It is more difficult to steal the TFT screen.
The screen is just there to keep the navigator out of sight en out of the rain.
The holder is there to hold my phone and keep it charged during my long rides.

BMW HP sports muffler Akrapovic Pn. 77119444595
BMW Case holder Pn. 46548534255
BMW Touring Case Black-storm metallic

BMW Luggage Rack Top Case
Wunderlich Valve cover & cylinder protectors »EXTREME« - left and right – black Pn. 35613-002

- DTC
- Motorsleepmomentregeling
- Dynamic ESA
- Keyless Ride
- Dagrijlicht
- Schakelassistent Pro
- Rijmodi Pro
- Comfort-pakket
- Touring-pakket
- Dynamiek-pakket
- Voorbereiding navigatieapparaat
- Uitlaatsysteem verchroomd
- Sportuitlaat Akrapovic
- Handleiding Nederlands
- Handvatverwarming
- Bandenspanningscontrole
- Snelheidsregeling
- Richtingaanwijzer LED wit
- ABS Pro
- Diefstalbeveiligingssysteem
- Middenstandaard
- Bagagerek
- Kofferhouder links/rechts
- Touring kofferset
- Intelligente noodoproep
- Teleservices

Smal update follow this LINK: R1250R GS Left cylinder ticking noise

HONDA MONKEY 2018

2021-11-14T14:51:00.011+01:00

Honda Monkey 2018

Sold my ZERO DSR.

Just not my thing, riding on a Electric Motorcycle.

I got a 150 km range from a very expensive bike.I kept worrying about when and where to charge my bike.

You can buy 5 Monkey’s for the price of one Zero DSR.

5.6 liter Fuel Tank for the 2018 Monkey 125.

On 1 liter you can drive 67 kilometers.

Changes or upgrades I made:

Takewaga Exhaust Sports Exhaust Normal Look Style.

More ground clearance.

Much lighter.

Better sound.

Original Look.

Kitaco adapter cable and Universal double USB charger.

Switches off when ignition key is turned off.

SP-Connect Phone Holder.

GCRAFT Rear Tail Tidy Fender Licence Plate Holder.

On the newer 2020 Monkey’s there is a upgrade on the suspension.
On the earlier bikes it is too soft.
I replaced the springs in the front shocks with progressive springs.
I Put two 18 mm (pre-load) bushings on the rear shock
This is a significant improvement in an inexpensive way.

Bushing:
Inner Diameter: 32,5 mm
Outer Diameter: 51,0 mm
Height: 18 mm

Material: Tough plastic or aluminum.

Follow this Link for the new 2023 HONDA DAX:

HONDA DAX ST125

BMW R75/5 1973 ½

2021-04-14T19:35:00.011+02:00

For the 1970 model year, BMW entered the age of modern motorcycles with three new models having engine capacities of 500cc (R50/5), 600cc (R60/5), and at the top of the line 750cc (R75/5).

It stopped production of the last “Slash-2” models, with their Earles forks, kick starters, 6-volt electrical systems, woeful brakes, and frames that descended from prewar BMWs (but bikes that still evoke nostalgic passion in some of us).

The new, “Slash-5” series of BMWs offered 12 volts, electrical starters(!) as well as the retained kick starter, telescopic forks, and improved brakes. BMW also introduced nonmetallic fenders and taillight housings for the first time.

For the second half of the 1973 model year, BMW lengthened the rear swingarms, resulting in that is known now as the “long wheel base” 1973½ “LWB” models.

For these reasons, and its 750cc power, the 1973½ R75/5 is one of the most desirable of the “slash-5” models — although some enthusiasts prefer the 1970 models because they were the first “slash-5s.”

BMW R65LS 1982 Luxus-Sport

2021-02-20T16:16:00.010+01:00

During the 70s, BMW’s most important mission was to develop alternative machines to the big 4-cylinders released by the Japanese makers. Nonetheless, the German brand also competed in the middle-size market, releasing in 1978 the 650cc R65. By the 80s, one of BMW motorcycle’s mightiest designers, Hans Muth, designed a particular body for this bike, which would result in the creation of the R65LS.

BMW hired Muth, who had already put his stamp on the original Suzuki Katana, to create an edgy, affordable sport/touring bike for a market that was increasingly being won over by an innovative Japan. With its sharp angles and sporting disposition, Muth's creation sparked a definitive "love it" or "hate it" reaction — and it still does today.

The 649.6cc engine is a short-stroke version of the bigger-size BMW boxer-twin, developing 50hp. The LS version was gifted dual-disc brakes with Brembo calipers at the front. This sporty version of the R65 also received some cosmetic modifications with a triangular front fairing, black pipes, and passenger handgrips incorporated in the fastback-looking rear end of the bike.

Have a look at the BROCHURE BMW R65 LS

ZERO MOTORCYCLES DSR

2020-09-09T15:09:00.024+02:00

After owning 63 ICE (Internal Combustion Engine) Bikes my first Electric Bike. The 2018 Zero DSR with Charge Tank.

INDIAN 741 SCOUT 500CC 2 CYL

2020-06-30T12:17:00.003+02:00

My Uncle bought an Indian Motorcycle just after the 2nd World War.

He bought it from a Military Dump Store for 550 Dutch Guilders, with is about 250 Euro’s nowadays.

Matching numbers: Frame number 741 15151, Engine Number GDA 15151.

They were made from 1941 -1944

741 GDA101-up, 741101-up, Military 741(b) lightweight 30.50ci

All Export 741's GDA101 & up were supplied with blackout lighting as standard.

I wonder if this bike is still “alive” If somebody has seen this bike just let me know please…..

As World War II loomed, the United States military set about drawing up specifications for a useful, universal motorcycle, and put its construction out for bid.

But though several manufacturers submitted bids, ultimately designed and manufactured motorcycles to sell, there’s little doubt that the US Military preferred Harley-Davidson’s WLA to any other brand or style of motorcycle in the WWII era.

Offering several machines based on production bikes, Indian tried to compete but initially without much success.

The sales success came when Indian offered the 741 based on the civilian Thirty-Fifty model.

The US Army favored the 45 cubic inches of the WLA Harley-Davidson, and this Indian was but 30.5 cubic inches, or 500cc.

However, the little twin proved to be very durable and reliable and ultimately some 35,000 were produced, mainly for the Allies.

Incidentally, Harley riders in the military had difficulty with the Indian’s foot clutch operated with the heel; Harley’s required the toe.

Engine performance is about 15 HP at 4,800 rpm. Ignition is by battery and coil, (the B in the model designation points to battery /coil ignition) weight is 450 lb., top speed 65 mph.

Transmission is 3 speed hand shift, tires 3.50 x 18.

After the war many thousands of these sturdy machines became available for civilian use and they were subsequently dressed up in civilian guise.

BMW R69S 1968

2020-05-22T16:41:00.006+02:00

BMW R69S 1968

After I owned a BMW R60/2 I was looking for a BMW /2 conversion, preferably a R/2 frame with a R75 engine.

I had already seen several, but if you are looking for such a bike, you cannot find one.

Several bikes in parts but they were all missing the sheet metal parts.

On my search I came across this beautiful R69S.

It had only 2 owners since 29-03-1968 when it first hit the road.

The motorcycle was made on 07-09-1966 and delivered to the Dutch importer Hart Nibbrig & Greeve N.V. in Sassenheim on the 15-09-1966

The first owner had it in his possession for 13 years and the 2nd owner, a very nice lady, for 31 years until 2012, after which the motorcycle ended up in storage.

For some time the motorcycle got restored by Harry Meijer on behalf of Theo Terwel who did all the paint work.

It got some beautiful aluminum rims, a “Schorsch Meier” Tank and a 12 Volt Alternator Conversion Kit.

The original 6v generator delivers 60 watts it was replaced by a 12v alternator witch delivers 200 watts.

This system does not affect the (Bosch magneto) ignition system that came standard on the /2

So you will be able to run the engine on one cylinder for tuning.

After the first run fuel was dripping out of the idle mix screw.

It turned out to be one of the brass floats was cracked.

Cracking of the floats results in the floats taking in fuel and becoming heavier and that caused the overflow.

I replaced them with plastic (7 gram) floats.

500 Km service:

I Replaced all the fluids.

For the Engine I use Castrol Classic XL30.

For the transmission, drive shaft and final drive I use Millers oils Classic Gear Oil 80w90 GL 4

Carburetor:

One cable adjusting screw was completely in and the other completely out and still the bike was not running smooth.

I found out that there were 2 different Throttle cables, one from a R51/2-R68 and one from a R50/5.

For sure, that doesn’t work.

I will replace them with the original parts.

Gearbox:

Downshifting from 4 to 3 and 3 to 2 was sometimes a problem.

At times it would pop out of gear.

My first thought was that it needed a proper run in because the gearbox was overhauled.

If one carefully inspects the shift lever it seems to have been designed for the pin to go in from the top. A review of my old books and photos show it both ways. I suspect that BMW designed it to go in from the top, the logical way. A close look at the lever shows that it has a “flat” where one would expect the nut and washer to go. Later they found that a certain percentage wouldn’t stay in gear due to the lever hitting the exhaust pipe. Rather than redesign the lever they just switched the pin and solved the problem. (DuaneAusherman)

Mobil Mix Gas Cap

BMW SLASH 2 CONVERSION R50-R69S 750-1000cc Engine

2020-03-01T16:32:00.001+01:00

A Basic Guideline to Building a 1955 – 1969 BMW R50-R69S Conversion

Background

I like to restore and work on motorcycles.

Not only make them like new but also improve them but keep their original look as much as possible.

Some of the bikes I worked on before:

Harley-Davidson Knucklehead

Triumph Thruxton 904

Norton Commando

BMW K 100 RT TURBO

Harley-Davidson XLCR1000

Buell S1 White Lightning

For the next project I would like to restore a BMW slash 2

Looking for modifications I came across this article from Brock Downey.

A great help if you are going to do a project like this.

For many years numerous BMW riders have modified their pre-1970 BMW’s to except post 1969 components.

This involves minor frame modifications and a transplant of the engine, transmission, electrical components and various smaller items.

Personal taste influenced by available …. has prevailed.

When completed correctly, the finished product is very satisfying and if cared for will give many years of trouble free service.

The following are a number of reasons to initiate building a conversion

· Original motor is missing or has self-destructed

· Currently owned machine is too expensive to repair to regain limited power out put

· Availability of parts is greater for post 1989 motorcycles

· Increased power for sidecar use or to meet today’s better paved roads with a solo machine

· The owner simply wants the reliability of a newer powertrain and electrical system, combined with the classic vintage appearance

Note: ideally this modification should not be undertaken with pre 1970 machines with matching serial numbers, that are affordable candidates for restauration to their original condition.

These bikes should be sold or traded to collectors or restorers.

As a point of interest, a conversion still requires the same level of restauration of a stock bike.

Swingarm, wheel and steering bearings, shocks and springs, brakes shoes and brake drums, spokes, rims, tires and tubes all must be in a good to excellent condition.

The idea of building a conversion is not to build a “bearer” that pogo sticks down the road in a dangerous fashion and doesn’t stop well just because the builder is trying to save a few bucks.

Conversions are actually as expensive as stock restorations.

This is important to know before starting.

Dreams and drawing board

Before starting it is important to take time to discuss the following:

· What do I want to use the bike for – solo or sidecar

· How much am I willing to spend

· When completed, will it be a day-to-day rider or am I going to pull out all the stops and start with a powder coated frame and finish with newly painted body parts

· Who is a good contact to talk with that has successfully completed a conversion, or is mechanically knowledgeable to help and identify to pros and cons of variety of options available before and during this project

· Do I have access to local painters, plating, machine and mechanical shops

· Should I advertise to purchase an already completed Conversion

Thinking out loud

In the early 1960’s BMW upgraded there frames with additional bracing.

This is easily distinguished by looking to see if the lower steering race is braced.

These frames are arguably more suited for a conversion, yet earlier frames without the additional bracing can also be used successfully.

The first items you will need are obviously a pre-1970 machine and a willing post 1969 donor bike or a good parts resource.

A complete 1970’s parts machine may be the least expensive choice.

If you can locate one that is mechanically sound and inexpensive, it may benefit to purchase it and later sell off the remaining parts you do not require and off set the initial purchase price.

Engines from 1978 and prior are the preferred choice for the Earles fork Conversions, due to the shorter engine design.

The later boxer engines will fit the telescopic fork Conversions without the concern for fork clearance.

Good candidates include 750, 900 and 1000cc engines.

The 500 and 600cc engines will also improve reliability, yet may seem as underpowered as the original engines.

The 750-1000cc engine share the same camshaft, therefor you can change/upgrade the cylinders, pistons, heads and carburetors to gain the larger displacement.

The 500 and 600cc engines share the same camshaft and can seem a little off in the event the camshaft is not upgraded to install the 750-1000cc series components.

Staying with the same range of displacement will allow for a minimal amount of difficulty when changing/upgrading top end components.

There are a number of cautions concerning items such as flywheel bolt size and cylinder sleeve to block clearance when trying to upgrade some of the /5 series engines to later components.

This article is not intended to go into that level of detail.

The Project

…………………………. soon, I am still searching …………….

If you know something just let me know ……………………..

here are some very nice examples:

with a sidecar:

BMW R80G/S

2020-02-27T19:44:00.000+01:00

BMW GS Serie van 1980 t/m 2010:

HUSQVARNA NORDEN 901

2019-12-05T17:46:00.001+01:00

Husqvarna’s adventure-touring machine dubbed the 901 Norden was unveiled to eager anticipation at EICMA and overnight Husqvarna have now confirmed that this exciting machine is to enter series production.

Hidden behind its rally style flanks is the 899.5 cc LC8c parallel twin, a larger version of the grunty new engine first debuted in KTM’s 790 Duke.

While short on detail, Husqvarna claim that their concept machine is lighter than any of its rivals and features high-end equipment throughout.

Rolling on a 21-inch front and 18-inch rear the Norden promises serious adventure.

HONDA ST50G DAX 1974

2019-05-31T15:37:00.001+02:00

In 1969, the Honda Dax was introduced as a two-person alternative to the Monkey.

Because of the somewhat longer, but still low, model, Honda derived its name from the Dachshund teckel.

With its 10 inch wheels, small size and foldable handlebar, it was perfect for the small house owners in Tokyo, to be put on the rear of a camper van, and for use in the pit lane.

The Dax was available as ST50 with 50cc, and ST70 with 70cc.

In America, the Dax was available as CT70 Minitrail and as medium sized ST90.

TRIUMPH T140 V BONNEVILLE

2018-06-15T08:08:00.001+02:00

IF YOU'RE LOOKING for an all-weather, all-purpose, everyday classic British bike, you’re probably staring straight at a 750cc T140 Triumph Bonneville.

A lot of negative criticism has been hurled at these machines, notably citing problems with vibration and oil leaks.

But the fact remains that these machines offer excellent handling, good braking, decent enough suspension, an acceptable turn of speed, and have better parts back up than just about any other classic British bike in the market place.

The Triumph Bonneville is a standard motorcycle featuring a parallel-twin four-stroke engine and manufactured in three generations over three separate production runs.

The 650 cc capacity production T120 Bonneville was replaced in the early 1970s by the T140 Bonneville, the same basic machine but with a 750 cc engine. Refined from the later 'oil in frame' version of the T120, the first few T140s, designated T140V, featured a larger-capacity engine of 724 cc, a five-speed gearbox and indicators, but still retaining drum brakes and kick-start.

Shortly after, the engine was further bored out to 744 cc and front disc brakes were fitted (using single discs until 1982). While originally intended for 'export only' the 750 Bonneville twin, caused so much interest among visitors to the 1973 motorcycle shows, that Triumph decided to put the bike on the home market at the price of 679 uk pounds.

In 1975, along with engine modifications, the gearchange lever was moved from right to left to comply with new regulations mandated for the American market and a rear disc brake fitted.

The initial model of the T140 line was the 'V', which stood for five-speed transmission which was a Quaife design.

Triumph T140V Bonneville

Years produced: 1973-1980

Total production: N/A

Claimed power: 50hp @ 7,000rpm (1976)

Top speed: 177 km/h

Engine type: 744cc, air-cooled two valve per cylinder parallel twin

Transmission: Five-speed

Weight: 188 kg (w/half-full tank)
Km/l: 5.2

Want to see a 750 Bonnie on the move?

Click the link below and take a ride.

INDIAN SCOUT FTR 1200 CUSTOM

2017-11-09T22:04:00.000+01:00

Too bad this is only a concept

INDIAN SCOUT FTR 1200 CUSTOM

BUELL S1 WHITE LIGHTNING – 1998 Buell S1W

2017-07-21T21:56:00.000+02:00

The White Lightning, also known as the Buell S1W, was the one-year-only, cream of the crop edition of the S1 Lightning.

Made only in 1998, the White Lightning took Erik Buell’s concept of what you could build around a Harley engine to an extreme.

It may also end up being one of the most collectible bikes from Buell’s run.

When most riders first encounter the Buell S1 White Lightning, they think it’s something radically new.

But in reality, it’s only the latest of a long line of Harley-Davidson-powered sport machines that former Harley engineer, Erik Buell, has been building since 1987.

Like its predecessors, and unlike traditional American cruisers, the White Lightning is a pure sport bike, one built following Erik Buell’s own unique rules of motorcycle design.

And unique, it is! With its hyper-aggressive, junkyard dog styling, it doesn’t look like anything else on the road.

But rather than distract, its unique lines draw your eyes to the Buell’s rather novel components.

The frame is familiar chrome-moly tubing, but follows unconventional lines and uses the engine itself as part of its structure.

It rides on a set of trick, race-bred inverted forks up front and a fully-adjustable, but horizontally-mounted, rear shock that’s designed to extend over bumps rather than compress.

Primary braking load is carried by a single huge 13.4-inch front disc that’s gripped by a six-piston caliper.

While the all-American drivetrain delivers power to the fat rear Dunlop, by way of a kevlar-reinforced belt.

The air-cooled 1200cc V-twin engine starts life as the same unit found in Harley’s 1200 Sportster but Mr. Buell then adds free flowing heads, a lightened flywheel, recalibrated ignition, and bigger exhaust headers. It inhales through this ungainly-looking, side-mounted airbox and exhales through a stainless steel exhaust system, notable for the sheer size and efficiency of its muffler, as well as funky details like the inconsistent weld quality and hardware store hose clamps attaching the heat shield.

The end result, measured on the dyno is 100 PK and 120 NM of torque. A huge increase over stock.

This not only means serious, wheely-pulling bottom end, but massive midrange. And the power keeps on coming to a very un-Harley-like 7,000 rpm.

Unfortunately, the 90’s Buells suffer from some pretty poor reliability issues.

After the Bike came out so did the recall’s.

If you by a Buell make sure are the recalls are performed.

This bike:

RECALLS:

SAFETY RECALL CODE 0807 - 1997/1998 FRONT BRAKE ROTOR DRIVE PINS

SAFETY RECALL CODE 0808 -TURN SIGNAL FLASHER

SAFETY RECALL CODE 0810 - FRONT ISOLATOR MOUNT SYSTEM

SAFETY RECALL CODE 0811 - S1 AND S1W NEGATIVE BATTERY CABLE

SAFETY RECALL CODE 0815 - FUEL TANK VENT VALVE ASSEMBLY

SAFETY RECALL CODE 0813 - SIDESTAND SWITCH

RECALL CAMPAIGN 0821 - RACE MUFFLER RETENTION KIT

SAFETY RECALL CODE 0820 - NEW SHOCK ABSORBER

MODIFICATIONS:

PRO SERIES RACE HEADER 2.5”

PRO SERIES EXHAUST

RACING IGNITION MODULE

MIKUNI HSR42 SMOOTHBORE CARBURETOR

FORCE WINDER AIR INTAKE

FRONT PULLEY 37

REAR PULLEY 61

S-1 BATTERY REPLACEMENT KIT

2001 X1 SHIFT LINKAGE KIT

2001 BRAKE LEVER

2001 FOOT PEG KIT

2001 FRONT FORK AND BRAKE SYSTEM

REVISED PRODUCT PROGRAM BP5 - ISOLATOR KIT

PRODUCT PROGRAM BP7 - EXHAUST HEADER MOUNT RETROFIT KIT

SHOCK ABSORBER AND FRONT SHOCK MOUNT

UPGRADED PRIMARY CHAIN TENSIONER

If you want to see all the modifications I made on this bike follow this link:

MODIFICATION’S BUELL S1W

MODEL YEAR: only 1998

APPROX. NUMBER BUILT: 2,000

The White Lightning Colour name was Ice White Pearl.

Later that model year they make different colours S1W as well.

- 1258 Ice White Pearl

- 378 Carbon Black

- 295 Molton Orange
- 138 Billet Metallic

This particular bike I bought in England with 26500 miles on the odometer.

From the first owner and came with all the bills since 1998.

It even came with the thank you note from 09-11-97 when the old owner visited the bike show where the new Buell range was introduced at the Dealer.

He decided the buy this bike and it was delivered on the 07-05-1998.

Link: BUELL S1W NUTS AND BOLTS RESTORATION

Link: COMPLETE PRODUCTION HISTORY OF BUELL MOTORCYCLES MODEL YEARS 1983 to 2010

Link: X1-Files Buell Tube frame modifications

BMW R1200R 90th anniversary

2016-10-22T10:28:00.001+02:00

LINK: BMW R1200R 90th anniversary

Norton Commando Roadster MK3

2016-08-19T08:51:00.001+02:00

This is a Norton Commando Roadster Mk3 from 1975 I found in Belgium.

It was bought in the United States in the early nineties by a couple of friends who went to states and to make a tour by motorcycle.

After they bought it, it turned out that the Norton wasn’t the ideal motorcycle to make this journey because of all the luggage to carry.

They bought another bike to complete the trip but decided to take the Norton back to Belgium.

There it stood in a shed, occasionally started en maintained.

I found a couple of issues, which is normal since the bike wasn’t on the road for almost 25 years.

The inside of the tank was rusted.

The tires showed cracks in the rubber.

The inside of the brake units were full of rust.

The carbs couldn’t be properly adjusted (new ones ordered)

Too much play on the swing arm bushings

Leaking exhaust system.

So I fixed all that and gave it a good tune up.

Cosmetic:

The rims and spokes showed a little rust. I really like those aluminium rims so upgraded that.

Black tip exhaust were no good so I switched to the reverse cone silencers.

Put on an older type rear light.

Did a upgrade on the front brake system (the old system just doesn’t works that great)

I mounted the original turn signals.

Also see my blog about the Norton Commando Interstate I restored in 2010

BMW R60/2 BMW R60

2016-07-29T20:39:00.002+02:00

Since a long time I was searching for a BMW R60/2

I really like the classic design of the Boxer engine.

This bike is known as the “Vollschwingen-Fahrwerk” model.

Because of the use of 2 swing arms (front and rear) and this series of motorcycles was made from 1955-1969

The series consisted of the following models:

R50, R50/2, R60, R60/2, R69, R50S and the R69S

The 50 and 60 models had low compression engines and the S models had High compression engines what made them a little more un-reliable.

That is why my choice fell on the R60/2

A Motorcycle that has more torque and horsepower than the R50 models but is very reliable.

I was lucky to buy this motorcycle from Gerrit how is a very enthusiastic motorcyclist with a beautiful website.

He bought this motorcycle in 2010

Click HERE for the Website from Gerrit Speek.

Though BMW invented and first used oil-damped telescopic motorcycle front forks in the 1930s, it chose to use Earles forks on these models. The triangular front Earles fork (named after its designer, Englishman Ernest Earles) precluded any front-end dive during heavy front braking, which is common with telescopic front forks. It also worked well in sidecar duty. (Vollschwingen-Fahrwerk) Though heavy and ponderous in turning, the Earles fork gave the old Beemer a steady and reassuring ride.

Really nice…this bike still haves the original tool kit and air pump.

I didn’t quit like the air filter being black and the “white” lead battery.

I painted the air filter aluminium and replaced the battery with a maintenance free Gel Battery

At some point this BMW probably had a sidecar

It has a wide rear wheel rim 2.75Cx18 instead of the 2.15x18

The Speedometer has a “wegdrehzahl” from 1.44

This goes with a bevel gear ratio of 27/7

This bike now has a bevel gear ratio of 25/8 which is for a solo machine so this doesn’t work properly with the speedometer.

Instead of the 1.44 (Miles) or 0.9 (KM) it should be 1.2 (miles) or 0.75 (KM)

Also see: Wegdrehzahl BMW R50-R69S

A couple of years ago BMW Classic remanufactured some parts that where hard to come by.

There are still some of these parts available. Historic Parts Catalogue.pdf

So I bought a correct speedometer for my bike and since I live in the Netherlands one with a scale in Kilometres.

Now after some 500 miles the bike has a couple of small issues that we are going to fix this winter.

- One rear shock absorber is leaking

- Little oil leak between the engine and the gearbox

- Rubber of the drive shaft is old and has cracks
- What about these oil slingers???

What we did this winter (2016/2017)

BMW R50-69S LED Lighting

For now I have got a perfect and very reliable running bike.

Just some cosmetic work to be done.

Paintwork and the wheels need some work.

Perhaps next winter, I really like the “patina” look.

“Underneath” this bike is completely new.

What we did this winter (2016/2017)

New Rims and spokes.

Paintwork fenders and 2 x Fuel tank:

1 Original Tank

1 Schorsch Meier Tank

Also have a look at my R69S

BMW R 100 RS R100RS

2016-07-09T17:25:00.001+02:00

This is a special edition from the BMW R100RS

Build in 1990 it was one of the last 2 valve’s with mono suspension.

Perfectly maintained with all the paperwork to go with it.

This would be a perfect bike for a build.

Some examples from what is possible:

R100RS Luxe Tourer

R100RS Cafe Racer

Or R100RS Sports bike?

The front tire has little cracks, it is from week 35 2007 so almost 10 years old.

The wheels are not going to change so I will refurbish them as a have to change the front tire anyway.

The wheels will go to ACE13

New wheels and tire's

BMW R1100S BOXERCUP TUNING

2016-02-27T18:09:00.001+01:00

In 2012 I owned a BMW R1100S Boxercup

It was a special edition from BMW Dealer van Harten and had the number 57.

There was a special exhaust system on it from Stainetune, a Rapidbike module and a K&N air filter.

Also some cosmetic work was done.

If you click “here” you can read all about it.

I had some great fun with this bike and always regretted selling it.

2 weeks ago I had the opportunity to buy one with low mileage and of course took it.

BMW started racing in a special class and used a tuned R1100S for this purpose.

This Boxercup replica was only build in 2004, there was another Boxercup replica version in 2003 but that one looks different from the 2004 model and is called the Randy Mamola Boxercup replica.

There was some difference between the replica and the original R1100S model:

First of all of course the colour.

The BCR had twin Laser under-seat exhausts, braided brake lines, carbon-fibre cylinder head protectors, a carbon-fibre oil-catcher bellypan, uprated Öhlins suspension, and a shorter paralever torque arm which raised the rear end to quicken the steering and increase cornering clearance and a wider rim on the rear wheel.

Boxercup race bike

So how to tweak this replica a little bit?

First of all I got a Laser racing exhaust system which is still being made by Laser Exhaust Systems

On the replica there is a street legal exhaust system and it is actually a two into one system.

This racing system, a two into two, sounds superb, with a deep and almost offensively loud exhaust note. Still availiable. laserexhausts

LaserExhaust system in total 7.0 Kg

Original BCR Laser exhaust 13.6 kg

To get some more air into the combustion chamber I installed a K&N air filter and a Boxer Performance Carbon Inlet Duct.

Original

Boxer Performance Carbon Inlet Duct

Now there is a nice flow through the engine so I will install a Stage 9 Chip into the ECU (specially made by John)

Unfortunately the Chip didn’t work for me.

The bike was still running to lean.

I made an appointment in Goes Tovami Dynojet

They installed a Rapidbike

As you can see in the chart the bike was indeed running way to lean for now 102 Hp and 107.3 NM but more important the air fuel ratio is perfect.

So this is how we start working on this bike:

It has driven only 30.000 km but since it is from 2004 I will give the bike a 40.000 km tune up including the change of the V-belt (60,000 km)

So change all the filters (incl. fuel)

Oil change (engine, gearbox, rear axle, brakes and clutch)
Motorex Boxer 4T SAE 15W50 / Motorex Gear Oil Penta LS 75W140

New sparkplugs (BRISK PREMIUM Sparking plugs)

Air filter (K&N)
Adjust the valve clearance.
2 x new injectors as in R1200 Series, same flow, dynamically matched, multipoint criteria from TILLS

Cleaned up the front fork and put on a new full carbon front fender from allemblems.com with the use of all new stainless steel bolts and nuts.

Toolkit

Some pictures from the Web:

Also See:

Boxercup BCR Part 1

HUSQVARNA NUDA R (ABS)

2015-12-12T10:54:00.001+01:00

Husqvarna Nuda R (ABS)

Husqvarna was founded near the town of the same name in Sweden in 1689, well before even cycles were invented. The first product was a gun or rifle. If you look at the logo you are looking into the barrel and you can see the sights on top.

As with many motorcycle manufacturers, Husqvarna first began producing bicycles in the late 19th century. In 1903, they made the jump to motorcycle manufacturing. The first "Husky" motorcycles used imported engines, and it wasn't until 1918 that Husqvarna began producing machines built entirely in-house.

In 1987, the Husqvarna motorcycle division was sold to Italian motorcycle manufacturer Cagiva and became part of MV Agusta Motor S.p.A. The motorcycles, widely known as "Huskies / Husky", are from now on produced in Varese.

When Husqvarna motorcycles was bought by Cagiva MV Agusta in 1987 - plans were set to relocate to Italy by 1988. The core Husqvarna development team chose to rather remain in Sweden - breaking away and launching ‘Husaberg’ in 1988.

In July 2007, Husqvarna motorcycles was purchased by BMW for a reported €93,000,000. BMW Motorrad planned to continue operating Husqvarna Motorcycles as a separate enterprise. All development, sales and production activities, as well as the workforce, remained at its location in Varese, in Italy. BMW intended to position Husqvarna as "the two-wheeled version of what Mini is to the BMW's car division.

In 2013 Pierer Industries AG (Husaberg’s owner) bought Husqvarna Motorcycles - marking the reunion of two halves of the original Husqvarna brand of the 60’s and 70’s! For 2014 the ‘new’ Husqvarna Motorcycles brand returns to it’s glorious origins with state-of-the-art technology and the iconic Swedish blue, yellow and white colour-scheme.

BMW Motorrad and Husqvarna Motorcycles introduced the new Husqvarna Nuda 900 series at the IAA 2011 auto show in Frankfurt, Germany in September.

It stayed in production until 2013

There where 2 models the Nuda 900 and the Nuda 900 R

The later 2013 models where equipped with optional ABS

Combining exotic Italian design with the technical brilliance and engineering expertise of the BMW Group, this road-going Husqvarna begs to be ridden hard and is equipped with the kind of quality components that allow you to exploit and enjoy its considerable performance potential.

Powering the Nuda is a highly modified version of the 800cc parallel twin utilised by BMW across a variety of on and off-road models. In Husqvarna guise this engine makes the donor powerplant feel soft and dull, even in BMW’s highest F800R spec’; the Nuda engine is in another league entirely. About the only thing they share are the crankcases and gearbox.

New crank, rods, piston, cylinder head, cams, valves and more compression along with a 100cc hike in capacity from a 2mm larger bore and 4.5mm longer stroke give the Nuda not only a lot more balls, but also a lot more attitude. The clincher is the switch to a 315-degree crank which gives an uneven firing order and injects a huge level of charisma that the BMW clearly lacks.

Thumb the starter button and the Nuda settles down into a gruff idle, with a surprising level of bark from the twin-outlet muffler. A twist of the throttle produces a unique note, a cross between a Ducati and a well-tuned Harley Sportster perhaps…?

Twist the throttle in anger and it is clearly more Ducati than Harley, but with better manners and a more urgent surge of torque down low than the Italian bike. And I am not just talking the slapped in the face with a soggy lettuce M696, or the M796, the Nuda donk is a match for the Monster 1100. And with both bikes on standard pipes, I reckon the Husky sounds better.

2013 Husqvarna Nuda 900R ABS - Specifications/Technical Details

Engine

Type Water cooled 4-stroke in-line two-cylinder, two overhead camshafts, dry sump lubrication

Bore / Stroke 84 mm x 81 mm

Capacity 898 cc

Rated output 77 kW (105 hp) at 8,500 rpm

Max. torque 100 Nm at 7,000 rpm

Compression ratio 13.0:1

Mixture control / Engine management Electronic intake pipe injection / digital engine management, two engine mappings (switchable by customer)

Emission control Closed-loop 3-way catalytic converter, emission standard EU3 Performance

Performance / Fuel consumption

Maximum speed Over 200 km/h

Fuel consumption over 100 km at constant 90 km/h 4.3 l/ 100 km [Trans]

Fuel consumption over 100 km at constant 120 km/h 5.95 l/ 100 km

Fuel type Unleaded super, minimum octane rating 95 (RON)

Electrical System

Alternator 390 W 12V

Battery 14 Ah, maintenance free

Power Transmission

Clutch Multiple-disc clutch in oil bath, mechanically operated

Gearbox Constant mesh 6-speed gearbox integrated into crankcase

Drive Endless O-ring chain with shock damping in the rear hub

Chassis / Brakes

Frame Tubular steel trellis main frame and rear frame, removable passenger footpegs

Front wheel location / suspension Sachs Up Side Down fork, ø 48 mm, rebound and compression damping adjustable, spring preload mechanically adjustable

Rear wheel location / suspension Cast aluminium dual swingarm, cantilever with Öhlins shock absorber, rebound and compression damping adjustable, spring preload mechanically adjustable, length adjustable (10 mm)

Travel front / rear 210 mm / 180 mm

Wheelbase 1,495 mm

Castor 101 mm

Steering head angle 65.5°

Wheels Cast aluminium wheel

Rim, front 3.5"x17"

Rim, rear 5.5"x17"

Tyres, front 120/70 ZR 17

Tyres, rear 180/55 ZR 17

Brake, front Brembo system: double floating discs, ø 320 mm. 4 - piston monoblock radial calipers with sintered pads

Brake, rear Brembo system: single disc, ø 265 mm with floating caliper

Dimensions / Weight

Seat height, unladen weight 875 - 895 mm (adjustable rear shock length)

Inner leg curve 1,920 - 1,960 mm (adjustable rear shock length)

Unladen weight, road ready, fully fueled 1) 195 kg

Dry weight 174 kg

Permitted total weight 391 kg

Payload (with standard equipment) 196 kg

Usable tank volume 13 l

Reserve approx. 3 l

Length 2,190 mm

Height (not inc. mirrors) 1,225 - 1,245 mm

Width (inc. mirrors) 895 mm

K&N Airfilter and a ReCyclizer (just click on the link)

Due to the emission demands the fuel mixture is very lean.

With this ReCyclizer you wil give the bike more torque, horsepower and make it run much smoother.

I installed the BMW LED Turnsignals.

They are much brighter the Husqvarna turnsignals.

You can change them without upgrading your flasher and without using resistors.

Carbon Hugger from HF Carbon parts witch is slightly longer than the original one.

HUSQVARNA NUDA 900 / NUDA 900 R COLLETTORE RACING HEADER

HUSQVARNA LEO VINCE EXHAUST

R&G Licence Plate Holder

Handle bar end cap

Sealing of the rear sub frame otherwise water will collect in your frame and could cause corrosion and eventually damage to the sub frame.

I mounted my Garmin Zumo590LM Navigation.

If you want to see how click on the link

SUZUKI GSX R750 F 1985 "Slabby" "Slabside"

2015-10-11T11:09:00.000+02:00

Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 on an unsuspecting world back in 1985.

The ‘Gixxer’s development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers of the late 1970s and early 1980s; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow.

One of the modern era’s few instant classics and the sole surviving Japanese 750cc sports bike, the GSX-R750 has been a huge commercial success for Suzuki and enjoys cult status today.

Now more than 30 years old, many early GSX-Rs have suffered at the hands of successive owners, with anodised fastenings, tinted screens and after-market pipes among the commonest modifications, a state of affairs that has resulted in original examples of the first version – such as this machine – becoming increasingly sought after by collectors.

1985 ‘F’ model, the first one made.

Thirty years after the fact, how many sportbikes still look purposeful, lean, and serious?

The Suzuki Gsxr hit all the critical points: unique profile, unquestioned intent, superb execution.

The GSX-R750 entered the market in March 1985. There's not many bikes out there in mint condition, most of them are ridden very hard and seen their best days. Nevertheless the evolution of modern sports bikes started with the GSX-R750.

It's a real classic.

With the 1983 RG250 Gamma, Suzuki was the first factory to deliver a true racer replica using race-bred technology to the public.

The next step was to build a 4-stroke 400cc machine for the Japanese home market and a year later a 750cc machine, culmination to the Suzuki's racing experiences in the World Endurance, AMA Superbike and Championship.

The GSX-R750 was first presented at the 1984 IFMA Cologne Show in West Germany. Although it was fully street legal, it was clear that it was built even to compete in the various Worldwide Championships.

The GSX-R750F entered the market in March 1985. It was considered as the first production motorcycle to offer race-bred technology and performance at an affordable price.

The design philosophy centered mainly on weight reduction. Suzuki went counter to the conventional design by developing SACS (Suzuki advanced cooling system) whereby the cylinder head and the pistons are oil cooled via the engine oil injection, achieving cooling efficiency as good as water-cooling without its weight increase. The computer designed engine package was 10% lighter than the water-cooled versions.

The GSX-R750 also featured the new TSCC (twin swirl combustion chamber) cylinder head, DAIS (direct air intake system , flat side carburetors, six-speed gearbox and hydraulic clutch engaged the power. The chassis featured the finest multi-rib extrusion molded aluminum box section piping and cold-cast aluminum alloy components, MR-ALBOX frame, that weighted 8,1 kg less than half of the conventional steel frames.

These and other weight reduction measures gave the bike sensationally low dry weight of 179 kg, 20% lower than the competing 750s, resulting a superior power-to-weight ratio for much easier power control and quicker handling.

Nice detail: only the first examples had 3 dials

- Speedo stops at 180 KM/H while the bike goes much faster

- Tachometer starts at 3000 RPM

- Large Fuel gauge

This bike has the optional Duo Seat Cover to make it look like a Endurance Racer

Completing the GSX-R750 design was the endurance racer theme: dual headlights on the aerodynamics full fairing and 18-inch tyres both front and rear.

This particular bike is a ”survivor” all original, driven like it should be and almost 20.000 km on the Speedo.

No. 452 of the first GSX-R750’s ever build.

1985 Suzuki GSX-R750 Specifications

Engine Type: 16-valve, 4-stroke, DOHC in-line four
Power: 106.00 HP (79.04 kW) @ 10500 RPM
Torque: 73 N.m (53.8 ft. lbs.) @ 10000 RPM
Displacement: 749cc (45.71 cubic inches)
Compression: 9.8:1
Bore x Stroke: 70.0mm x 48.7 mm (2.8in x 1.9in)
Fuel System: Carburetion
Ignition: Full transistor
Cooling System: Air-Cooled
Gearbox: 6-speed (1 down, 5 up)
Final Drive: Chain
Dry Weight: 176 kilograms (390 lb)
Seat Height: 755 mm (29.7 in)
Overall Height: 1,200 mm (47.2 in)
Overall Length: 2,130 mm (83.9 in)
Overall Width: 620 mm (24.4 in)
Ground Clearance: 140 mm (5.5 in)
Wheelbase: 1,425 mm (56.1 in)
Front Tire: 110/80-18
Rear Tire: 140/70-18

Suzuki Endurace Racer:

DD Motorcycles

BLUROC X-BONGO 125cc

Bluroc X-Bongo Owners Manual

Bluroc X-Bongo Workshop Manual

TRIUMPH BONNEVILLE T120

Chassis, suspension, brakes and wheels:

Color options Black, dark redStarter: ElectricInstruments: LCD multi-functional instrument pack.

MATCHLESS 600cc ABSAF G85 CS

Honda Dax ST125

BMW R1250 R Black-storm Metallic 2019

BMW R1250 R Black-Storm Metallic Roadster

BMW HP sports muffler Akrapovic Pn. 77119444595BMW Case holder Pn. 46548534255BMW Touring Case Black-storm metallic BMW Luggage Rack Top CaseWunderlich Valve cover & cylinder protectors »EXTREME« - left and right – black Pn. 35613-002

HONDA MONKEY 2018

BMW R75/5 1973 ½

BMW R65LS 1982 Luxus-Sport

ZERO MOTORCYCLES DSR

INDIAN 741 SCOUT 500CC 2 CYL

BMW R69S 1968

BMW SLASH 2 CONVERSION R50-R69S 750-1000cc Engine

BMW R80G/S

HUSQVARNA NORDEN 901

HONDA ST50G DAX 1974

TRIUMPH T140 V BONNEVILLE

INDIAN SCOUT FTR 1200 CUSTOM

BUELL S1 WHITE LIGHTNING – 1998 Buell S1W

BMW R1200R 90th anniversary

Norton Commando Roadster MK3

BMW R60/2 BMW R60

BMW R 100 RS R100RS

BMW R1100S BOXERCUP TUNING

HUSQVARNA NUDA R (ABS)

SUZUKI GSX R750 F 1985 "Slabby" "Slabside"

Color options Black, dark red
Starter: Electric
Instruments: LCD multi-functional instrument pack.

BMW HP sports muffler Akrapovic Pn. 77119444595
BMW Case holder Pn. 46548534255
BMW Touring Case Black-storm metallic

BMW Luggage Rack Top Case
Wunderlich Valve cover & cylinder protectors »EXTREME« - left and right – black Pn. 35613-002