Everyman Tracker Build Pt.8: Pre-Wiring Wrap Up

Everyman Tracker Build Pt.8: Pre-Wiring Wrap Up

I know, I know. I promised you wiring in this installment, and it’s been so long since you’ve seen anything about our Honda CB550 street tracker project that you forgot where we even left off. I could make some excuses, tell you I’ve been busy, but how about we skip all that and get to the point?

While wiring is certainly the next big hurdle standing between us and riding off into the sunset, there was a boatload of fabrication and homework that needed to be done first. We needed to find homes for our electronics, affix our number plate and generally make a bunch of things actually function, and that needed to happen before I started worrying about running wires.

As a happy little accident, that lets us dedicate the next installment to wiring, and wiring alone (hopefully sooner than later).

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Pandora’s Number Plate Our Honda CB550 is simpler than most in the electrical department, but we still needed to finalize some things before we built the wiring harness. The process started with a thorough read of motogadget’s installation instructions for the mo.unit blue (the backbone of our new electrical system) to understand what original electrical components we’d be keeping and where they’ll live. We’ll get into that more next time. The big things we were still missing include a headlight, taillight and indicators, and they’d all prove to be more complicated than a nut-and-bolt affair.

We’d worked an LED off-road light into our front number plate, but it wasn’t mounted to the plate, and the plate wasn’t mounted to the bike. I had ideas, but that all changed when I realized we’d need to house a good bit of the electrical behind the number plate. So the number plate needs to mount the headlight, house the mo.unit and, ideally, be adjustable so the headlight can be aimed. Oh, and our new motoscope tiny speedometer needs to fit in somewhere as well. No problem, right?

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Our solution to this puzzle sounds complex, but it all works quite well. We built standoffs for the number plate off the triple clamps, with the bottom being a hinge and the top incorporating a riv-nut for adjusting the plate/headlight. A weather-tight box for electronics uses these same mounting points, and the hinge allows easy servicing of the mo.unit. We’ll probably toss some leather washers in during final assembly to quell any rattling.

To finish things off, we fabbed a standoff for the LED headlight to correct its angle further, and bent up an aluminum mount for our motoscope tiny speedometer.

Remaining Legalities Like the front end, the tail of our Honda CB550 tracker project was missing some street-legal equipment. Lowbrow Customs had sent us a universal license plate mount and taillight assembly, and motogadget supplied us with their microscopic mo.blaze tens indicators. Now they just needed to find their forever homes.

I initially hoped the license plate mount could work behind our new Tuffside Street Tracker seat, but there’s just no space for it between the tail and the wheel. We opted for the swingarm instead and got to work with a few tabs and some steel round bar. While it was originally designed to mount on a fender, our new bracket expertly adapts the license plate mount to the swingarm, maintaining the brake light and plate illumination.

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Next were mo.blaze indicators. You could place these tiny blinkers wherever and they’d work, but I didn’t want it to look like an afterthought. The Honda had holes on both sides of the back frame horns, but they stuck too far down and positioned the blinkers out in space. So we axed them with the angle grinder, eliminating the unsightly chunks of steel protruding from the tail. With the frame capped on both sides, we grabbed a couple tabs from our stash and tucked the blinkers in tight.

Front End Odds and Ends The front end of our Honda CB550 has made huge strides, with a brand new front wheel, a suspension overhaul and our shortened steel fender, but a few important items remained. The factory speedometer drive would no longer be used since we’re swapping to a motogadget speedometer, and omitting it required whipping up new axle spacers.

Next, we needed to account for the new wheel speed sender that came with our motogadget motoscope tiny. The process is as simple as mounting the sender on a bracket and ensuring it’s inline with a magnet mounted to the front wheel. I carved up a little chunk of scrap aluminum and utilized the bolts that secure the front fender and brake assembly. Polishing it probably wasn’t the best move, as it highlights every flaw in the metal, but it’s good enough for who it’s for.

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The last piece of the puzzle was the front brake. Honda equipped the CB with a two-piece disc brake up front, and it’s actually a cool piece if you look past the chipped paint and corrosion. Since this project is all about making something from nothing, I wanted to see how much we could improve it without swiping the company card.

As you probably guessed, the brake rotor went straight to the drill press, and I kept it simple with an alternating pattern of countersunk 9/32” holes. I kept the pattern straight, hoping for a period-correct look. You can be the judge of that.

The last thing to do was media blast the rotor to even out the finish, and I sent the Tokico caliper through the blaster as well. With the front end reassembled, I really dig the way all the aluminum parts go together up front. It’s clean and reserved in my opinion, and fits the rugged character the bike has adopted.

Pegs—The Welder Makes One Size Fit All We had a rad set of Punisher XL foot pegs in stock courtesy of Biltwell—a major attitude adjustment compared to the rubber monstrosities our Honda was sporting from its past life. The issue is that Biltwell had Harleys in mind when they made these pegs, not Hondas, so they’re designed for a much different clevis.

Instead of turning down some goofy spacers and applying some tack weld stops to make the pegs sit right, I decided we could solve all our problems with the welder. We lopped off the frame side of our OE clevis and TIG-welded it to the peg side of the Biltwell clevis.

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With that, we have factory-style peg fitment on the frame side without sacrificing the pivot adjustability Biltwell designed into these pegs. The finished product looks legit—who’d have guessed custom CB550 Punisher XL pegs could be that easy?

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Center Stand Delete Sure, a center stand is great for propping your bike up nicely in the garage, but where this Honda is going, it’s nothing but dead weight and visual clutter. It’s a chunky, heavy piece—probably the most over-built part of this motorcycle. Thankfully, a spring and a couple of pinch bolts rectified that situation, and our Honda is several pounds lighter for it.

While I was at it, I made some gentle adjustments to the side stand as well. It had a little rubber foot added to it, which I assume adds a margin of safety and cushions the stand if you set the bike down quickly. Nice as that is, it’s been hitting the pipe for decades, so it had to go.

Pipes Again? Yeah, the pipes still were not finished. I spent an unreasonable amount of company resources hacking up these janky aftermarket exhausts to turn the megaphones into reverse cones. But I never actually affixed them to the bike.

Anyone who’s ever worked on a Honda knows there’s an obscene amount of hardware that mounts the pipes to the engine. There’s the finned flange with two nuts, two collars per pipe and a copper crush gasket—and now multiply that by four pipes. Since we were missing all of it, Partszilla made a killing off me.

With the pipes secured on the engine side, we needed to figure out frame mounting that was sturdy and serviceable. I initially wanted to use the old center stand mounts since they were tucked neatly out of sight, but that got complicated in a hurry.

In the spirit of getting it done and moving on, I opted for a pair of 1/4-20 riv-nuts in the frame and beefy tabs welded on the pipes. The tabs are more visible than I’d prefer them to be, but they don’t impede removal of the pipes, which is already complicated enough, so I’m happy with it.

So there you have it, a bunch of random tasks that finally get us where we need to be—ready to run wires. I won’t claim to be a master of anything, but I’ll be the first to say that wiring is my kryptonite. I suppose it’s an evil I can avoid no longer.

Bike EXIF thanks Motogadget, Tuffside, Bridgestone, Lowbrow Customs and Biltwell Inc. for supporting our Honda CB550F tracker build.

Triple Shovel: The World’s First Three-Cylinder Harley-Davidson

Triple Shovel: The World’s First Three-Cylinder Harley-Davidson

Nick Keating is the man behind the lens of one of the most popular images we’ve ever shared on Facebook. It was a photo of a 1926 Indian Prince on a dirt road, surrounded by luscious, summer greenery. It’s a beautiful shot, but we couldn’t have predicted the viral response to the image that caused Nick to reach out and thank us. When he did, we realized he and the bike were only an hour north of us. Not only was he was living in our backyard, but his father, Brian Keating of the Keating Wheel Co., just happened to be a steward for some of the rarest and most interesting motorcycles in the country.

It was through this chain of events that we came to find a long lost treasure: the Harley-Davidson Shovelhead triple. Yes, triple. It’s 111 cubic inches, and 1800 cc’s of pure American metal. So, we asked Nick to interview his father and find out more about this rare piece of custom motorcycle history.

Over the years, I’ve seen you drag some odd machines in through the doors, Dad, but this certainly has to be one of the strangest.
It is an oddity for sure, and one that doesn’t jump out at you right away. It sneaks up on you. At first, it looks like a crusty FX model. It’s like a queen or king in a peasant’s clothing, perhaps. It started out as a 1982 Harley-Davidson FXE model. But with the additional cylinder, the machine work that needed to be done, and removal of the original serial and VIN number, it is considered a custom – a creation by the late, great Bobby Labrie.

Who was Bobby Labrie?
Bobby was a trained Harley mechanic. He went to the service school in Milwaukee in 1949. After his schooling, he worked for his father for many years at the Concord, NH, Harley-Davidson dealership. Around 1973, Bobby decided to go off on his own. He set up shop in Concord, calling himself Bob’s Cycle Repair. It was a small shop pretty much run out of a two-car garage.

He was a man of character, always knee-deep in building and repairing motorcycles and other shenanigans. I personally only spent a little time with Bobby at his first location in Concord; a few visits, parts-picking and social. He was always willing to help with the many questions I had with projects going on at that time.

When Laconia/Belknap races were going on, Bobby was always busy with setting up race bikes for privateers, and even the factory riders from Harley would stop in. He was good friends with the XR-750 guru Dick O’Brien, who was the #1 guy for the Harley-Davidson race team in that era. The story goes that Dick O’Brien always went to Bobby first when visiting New Hampshire to get the bikes set up and dialed in for the upcoming events!

There’s a lot of interesting history and a bit of folklore to Bobby’s creation. When did you first come across the motorcycle, and how has it come to find a home here?
Bobby became quite a good friend of mine. For whatever reason – and I seriously do not know – Bobby took me under his wing, so to speak. It was through our friendship that I learned of his creation. When he relocated his shop to Loudon, NH, from Concord, I was able to visit more frequently, usually getting there around 8 AM and hanging out, talking, and buying parts and such. I had to always bring my contribution of beverage of choice, as was customary at the time.

After Bobby’s death, I kept in touch with the family, and every once in a while, I would visit and acquire parts and pieces. But the conversation would end quickly whenever we spoke of Bobby’s marvel. I understood that it was, and is, special, both to the family and to all who knew of it.

A few years back, the time had come to do something with the machine. Many people were interested. Even folks from across this country voiced interest. We let the chips fall as they may, and without fanfare or marching bands, we were the lucky ones to acquire this special motorcycle.

Most people encounter this machine for the first time with a look of delayed wonder. I like that metaphor – a king or queen in peasant’s clothing. There’s an “Aha!” moment as you spot the third cylinder break through the down tubes. What is this peculiar machine, and what technical and engineering feats had to be overcome?
A mechanical marvel, without question, and historic, as this is the world’s first Harley-Davidson three-cylinder motorcycle. It was copied much later – or I should say another example was made – by Jim Fueling, circa the 1990s. Bobby was just a one-man band working out of a two-car garage, making this feat only the more impressive.

He was very much a clever man. His knowledge of engines was amazing. He had to do a lot internally to the connecting rods and cams, the timing of the three cylinders, and the machining of the factory cases to accept the third cylinder.

He also had to design an intake manifold that would be able to feed all three cylinders, fabricate an exhaust system, and modify the frame to allow space for that third cylinder. Actually, on this FXE Harley frame, Bobby grafted on a wishbone frame section (50s-era Harley frame) coming down from the steering neck to allow the added cylinder to go between the down tubes. Bobby never spoke much in detail about what he did internally. A large part of his process remains a mystery.

Mystery, huh?
Many stories and tales have circulated, and some will continue as Bobby intended. The one that comes to mind the most is how he did the motor internals – the rods and cams. On the connecting rods, we will continue the mystery as we haven’t been inside to look. My feeling is that if it isn’t broke, don’t fix it. On the cams, we can safely say this: Bobby was friends with John Andrews [of Andrews Products, producers of high-quality performance motorsports parts], and it was with his help and knowledge that they achieved the cams and timing.

One of the interesting stories, or possibly tales, was when Bobby was at the Harley Rendezvous showcasing his mechanical marvel for the first time. A rather overly cooked or partied-out attendee was giving some lip to Bobby about that front cylinder being a dummy. Rather calm and cool, Bobby suggested to the individual that he grab ahold of that front header pipe and to let him know then if he thought it was phony. Needless to say, we know what happened wasn’t pretty.

My understanding, also, is that Bobby never really finished the third cylinder, at least not completely. When he was getting it ready for the first showing at the Harley Rendezvous in 1982, he had to borrow a front end off another motorcycle. It appears Bobby had a limited budget to work with, and that makes it even more intriguing. He also brought it to Daytona Beach Bike Week in March of 1983, presumably to turn heads at the Rats Hole motorcycle show.

Later, Bobby may have been approached by someone at Harley as they wanted to know exactly what he did to the inside of the engine. Bobby wouldn’t tell, and as the story goes, he was offered a big chunk of money for his creation. He didn’t let it go.

Another story that comes to mind was that the motor had been sabotaged. Fortunately, that was not the case. We have had it fired up, and hopefully soon, will get it on the road.

I think we’re all a little curious: what kind of performance gain does an additional cylinder like this provide?
The third cylinder increases the engine by an additional 600 cc’s or 37 cubic inches. With that, it’ll be smoother running, and probably faster off the line, but the overall top speed would be limited by its standard 4-speed transmission. With a total of 1800 cc’s and 111 cubic inches available at a twist of the throttle, I’m sure she has the power and torque to pull a Mack truck.

The sound, although, is not like you would imagine. The best way for me to describe it is to compare a Triumph Triple to a Triumph Twin. A Triumph Triple sounds like a Maserati, and the twin more like a “thump-thump.” Bobby’s intention, however, was not to increase speed, or comfort for that matter, but rather to show his ability as an engine wizard, and ultimately, to turn heads.

You are somewhat of an acting steward for these machines. I’ve grown up alongside their infectious sights and sounds and smells for as long as I can remember, but you’ve been at it for much longer. What is the role you like to play in the life of a vintage motorcycle, particularly this one from Bobby?
No truer words have been spoken, as to being an acting steward on this motorcycle and the many others that have come through the doors for the past 35-40 years. My start in this world of motorcycles was my first ride, probably eight-plus years old, on the back of a Vespa scooter. It has been ingrained in my mind to this day! That passion has bloomed into a furious fire!

This motorcycle will always be Bobby Labrie’s. I can’t really change it – don’t want to. I am only the present caretaker or caregiver. It is a personal project to show respect to the builder. When we first acquired the machine, which was a few years ago now, it sat in the corner of a garage, covered with blankets, dust, and dirt, and was missing the borrowed front end, along with many other bits. We wanted to get it back on its feet, so to speak, as it was just a chassis and engine.

We tried a couple front ends, but nothing gave the clearance we needed until we got the Wideglide on it. Kicking it over isn’t an easy task. On approximately every third kick, it’ll stand you up. Compression is a wonderful thing; if it kicks back, you’re a goner! It does have electric start, but there are issues with it, and that’s the next trip we’ll take to make it better. The times we have fired it up, we use a roller starter, like what the racers use in the pits these days. At some point, we’ll have it out at shows and AMCA (Antique Motorcycle Club of America) events, but especially local swap meets and shows as this is where it was born and bred.

How about some closure? Thirty-plus years later, what would Bobby have to say?
My feeling is that Bobby is smiling today to see that the mystery is still a mystery, and that interest remains in his creation. It’s exciting for me, and I’m sure it would have been for Bobby as well, to see so many years later, his mechanical marvel back in print.

This article first appeared in issue 19 of Iron & Air Magazine, and is reproduced here under license

Intro by Gregory George Moore | Interview and Images by Nick Keating

Roundel Roundup: 7 Custom BMW Motorcycles to Inspire Your Project

Roundel Roundup: 7 Custom BMW Motorcycles to Inspire Your Project

What is it that makes BMW motorcycles the perfect canvas for customization? Is it the visual distinctiveness of powerplants like the no-nonsense airheads or the outlandishly equipped K-series? Or possibly the rigorous engineering that makes these platforms stand the test of time. Whatever the cause, BMWs are a staple of the custom scene, and the factory has embraced our will to make these bikes our own by building-in modularity and offering a robust line of customizable parts.

Support for customizers extends beyond the corporate level, and the BMW Motorcycle Owners of America group wants to see what you’re working on. BMW MOA is hosting the 2025 Builders Best Custom Motorcycle Show in Lebanon, Tennessee, June 19-21. MOA is looking for custom bikes of all brands to participate in the event, with cash prizes ($1,000 per class) awarded for the best BMW and Open Class bikes. It’s worth noting that accepted builders also get free passes to the MOA National Rally, which includes the Wall of Death, camping and live music.

We’re always down for the cause, and to help spread the word, we compiled a few of our favorite custom BMW builds as inspiration for our weekend warriors out there. So when you’re at the Wilson County Fairgrounds accepting your prize in June, tell ’em who sent you.

BMW R nineT Café Racer by Smoked Garage ​We’d be remiss not to include one of your favorite custom motorcycles from 2024, a bike that dominated our analytics for months. Tasked with creating a motorcycle reminiscent of Batman’s sleek rides, Smoked Garage in Jakarta, Indonesia, meticulously crafted a design that balances dark aesthetics with everyday functionality.​

The customization focused on the bodywork, leaving the R nineT‘s capable mechanics largely intact. A hand-shaped carbon fiber fuel tank, inspired by vintage BMW boxers, sets a muscular tone. This leads seamlessly into a carbon fiber tail unit perched on a shortened subframe, achieving a classic café racer silhouette.

Aluminum fairings envelop the lower half, featuring a belly pan, a scoop behind the front wheel and louvered side panels, enhancing both form and aerodynamic function.​

At the front, a bespoke windscreen houses a utilitarian LED headlight, contributing to the bike’s brooding demeanor. The cockpit is equipped with clip-on handlebars, Brembo levers and motogadget components, including a chronoclassic 2 speedometer, grips, bar-end mirrors and turn signals. The entire assembly is finished in contrasting matte and gloss black, with exposed carbon fiber elements, echoing the modern Batman aesthetic.​

Subtle yet effective details complete the transformation. A discreet side-stand extender, a minimalist license plate mount and diminutive LED taillights flanking the tailpiece showcase Smoked Garage’s attention to detail. Virtually every component, from the Brembo calipers to the boxer engine’s valve covers, is cloaked in black to reinforce the bike’s dark persona.

BMW R80R Enduro by 10 ’til 12 Ben Norton, a seasoned Formula One chief engineer, brings a nuts-and-bolts mentality to reimagining classic motorcycles. Operating in his after-hours workshop, aptly named 10 ’til 12, Norton transformed a 1995 BMW R80R into the formidable ‘BMW R100X,‘ a machine that blends modern off-road performance and his African hooning heritage.

Retaining only the engine block, transmission casing and portions of the frame from the donor bike, Norton had a clean slate to make his vision come to life. The engine received a Siebenrock 1,000 cc kit with a 9.5:1 compression ratio, complemented by a Silent Hektik ignition system and a one-off oil sump and bash plate. The boxer was also pitched up in the front and fit with bespoke billet aluminum timing and front covers to increase front wheel clearance. ​

Chassis modifications were equally extensive. A new subframe was fabricated with laser-cut braces to enhance rigidity and reduce weight. The rear features a single-sided swingarm from a BMW R100RT, extended by 100 mm and paired with a custom Penske shock, delivering 225 mm of wheel travel. Up front, WP Suspension forks from a KTM 690 Enduro R provide 250 mm of travel, ensuring the R100X is well-equipped for the rigors of hardcore off-roading. ​

While admittedly reserved compared to the rest of the build, the bodywork of the R100X perfectly suits its intended purpose. Full Acerbis plastic fenders tame flying debris, and a pair of Baja Designs headlights light the way. The fuel tank was sourced from a BMW R65, chosen for its compact capacity and sharp lines, and Norton designed the saddle on CAD before handing it off to Tom Hurley Custom Seats.

Weighing in at 160 kilos [353 lbs], Norton managed to shave 40 g [88 lbs] from the stock R80R, and its performance is almost certainly on a whole new level.

BMW K100 Café Racer by Motocrew We’re thrilled to be seeing the BMW K-series more and more, but the fact remains that it’s a difficult bike to get right. Chris Scholtka of Germany’s Motocrew is one of the guys who’s cracked the code, and we’ve featured a few of his K builds on Bike EXIF.

But this 1984 BMW K100 is a build that almost didn’t happen, as Scholtka was ready for new challenges. His customer (and friend) persisted, though, and Scholtka agreed on the condition that it had to be loud and low.

With the first order of business being a significant shift in altitude, Scholtka sourced a rear wheel from a BMW K1200S, paired with the swingarm and final drive of a K1100. To keep things balanced, the front end is sourced from a 2019 Ducati Panigale, featuring adjustable Showa forks, a forged aluminum wheel and twin Brembo calipers—a serious upgrade that wasn’t easy (or cheap) to acquire. A fully adjustable Black-T shock from Touratech supports the rear, giving the K100 a more planted and responsive ride.

The K100’s factory bodywork was too clunky for Scholtka’s vision, so he fabricated custom PVC ‘wings’ to smooth out the tank’s fairing indentations, secured with a handmade steel frame. The signature Motocrew subframe, designed to complement the trimmed chassis, supports a custom seat and a sculpted tail section that aligns perfectly with the rest of the bike’s lines. A hand-formed plexiglass taillight lens that wraps seamlessly over and under the tail bump, housing a custom LED setup that gives the bike a distinctive, futuristic glow.

After treating the K100’s four-cylinder to a full suite of upgrades, Scholtka was ready for the finishing touch—a paint scheme bolt and timeless. A simple black and gold motif was just the ticket, reminiscent of the old John Player Special livery from the golden days of Formula One.

BMW R100 Street Tracker by Heiwa MC Minimalistic lines and design harmony are two major hallmarks of Kengo Kimura’s Hiroshima-based workshop, Heiwa MC. With mindful proportions and reserved styling, Kimura’s 1981 BMW R100RS exemplifies the work that’s made him a cornerstone of Japan’s custom scene.

Dubbed ‘Salty Green,’ Kimura’s minimalist street tracker features a slim, handcrafted fuel tank reminiscent of vintage Japanese scramblers. His handiwork extends to the bold custom tail section, featuring an integrated electronics tray and LED taillight. The lush candy green paint, accented with silver leaf pin-striping by Hirokazu Kuboi, contributes to the BMW’s refined finish. ​

A closer look at the BMW’s underpinnings reveals that Kimura went to great lengths to iron out the bike’s side profile. He reengineered the rear frame section, eliminating the original rear down-tubes to create a more open space beneath the seat.

New shock mounts connect the frame to the swingarm via KYB shocks with Progressive springs, while the front suspension has been lowered slightly. The engine remains largely untouched, with cleaned-up casings and classic peanut-style valve covers, maintaining the bike’s mechanical integrity.

The exhaust system features chromed pipes terminating in elongated conical mufflers, adding a subtle shine. Custom narrow handlebars, chopper-style grips and a discreet 4.5-inch Bates headlight mounted on a custom bracket contribute to the bike’s clean and uncluttered cockpit.

To add contrast to the vibrant green livery, Kimura employed bronze finishes on the rear shock springs and snowflake wheels. If you ask us, BMW alloys have never looked better.

BMW R nineT Street Tracker by M-Racing Performance BMW’s design team went to great lengths to make the R nineT as customizable as possible, and if you’ve spent any amount of time on this website, you’ll know their hard work paid off. It’s regarded as a blank canvas by builders, and the aftermarket has embraced the model with every bolt-on component you can imagine.

A long list of receipts doesn’t always coincide with taste, but this BMW built by Vietnam’s M-Racing Performance hit the mark for us as the ultimate parts-built R nineT.

The muscular street tracker comes to life with an elegant machined aluminum tail section sourced from Le Motographe in France. M-Racing then fabricated a boxy number plate-like nacelle, equipping it with LED headlights from Diode Dynamics and motogadget LED turn signals. The unique Jonich spoked wheels are probably the most eye-catching modification, and M-Racing believes they were likely the only set in Vietnam when the bike was completed.

The cockpit has been reworked with Domino handlebars mounted on custom risers, bringing the controls closer for a more assertive riding position. Brembo clutch and brake systems, along with an Accossato throttle and CNC Racing fluid reservoirs, ensure precision and smooth operation.

Beneath the sculpted bodywork, the airbox has been replaced with a high-performance DNA Filters kit, allowing the beefy boxer engine to breathe more freely. The CNC-machined valve covers add a touch of refinement, while a black ceramic-coated Zard exhaust system provides both an aggressive tone and improved performance.

Brembo calipers and upgraded brake lines ensure precise stopping power, while the overall fit and finish reinforce M-Racing’s meticulous attention to detail. More than just a cosmetic rework, this custom R nineT is an exercise in refinement and performance, proving that less can be more—if done right.

BMW R18 Roadster by Fuller Moto Bryan Fuller of Fuller Moto obsessed over the idea of a big cc boxer engine when he first heard about the upcoming R18, and the release of the R5-inspired concept bike strengthened his fascination. Of course, the R18 packed on considerable bulk in production, and when he finally got his hands on one, Fuller vowed to restore its vintage R5 charm.

The transformation began with a significant weight reduction. By removing the stock airbox, wiring and ABS traction control system, Fuller shed approximately 250 pounds from the R18. To restore life to the big boxer, a custom airbox was fabricated, feeding a pair of 40 mm SC2 SmartCarbs. Other retro mechanical bits include a custom Morris Magneto setup atop the engine and reverse-cone mufflers with waterjet stainless fins.

Incorporating 23-inch custom steel rims laced to the original BMW hubs, Fuller extended the swingarm to accommodate the larger wheels. A Fox rear shock was installed to enhance suspension performance and the braking system was upgraded with Beringer components.​

The bodywork reflects a deep respect for BMW’s design legacy. Utilizing recycled fender blanks and an original R5 fuel tank—modified to fit the R18’s frame—Fuller achieved a harmonious blend of old and new. A custom solo saddle, reminiscent of vintage Denfeld seats, and subtle modifications like a simplified headlight with a vintage-style lens, complete the transformation, resulting in a motorcycle that embraces the R18’s epic cruising potential with BMW’s storied heritage.

BMW K1100RS Café Racer by Powerbrick ​The BMW K1100RS was a ’90s sport-tourer of epic proportions, but who’d have guessed the bones of a futuristic café racer were hiding beneath the three-spoke wheels and triangular bodywork? It takes a keen eye to see what the BMW K-series can be, and the talented team of Powerbrick has proven they have the chops to make it happen.

A standout feature of this Powerbrick K-Series build is the custom subframe, meticulously machined from a solid 220-pound aluminum billet. This component seamlessly supports the seat, tail cowl and upper shock mount, aligning perfectly with the K1100RS’s original fuel tank contours.

The subframe is affixed to the chassis via welded mounting brackets and an integrated LED taillight with turn signals enhances the bike’s streamlined profile. The saddle was constructed with surgical precision and upholstered by Jeroen Bouwmeester of Silver Machine.

At the front, a multifaceted fairing redefines the bike’s silhouette. Combining elements of traditional café racer headlight nacelles with sportier lines, the fairing integrates seamlessly into the fuel tank’s flanks. It houses a Koso LED headlight and embedded LED turn signals within its flared sides.

Constructed using advanced 3D printing techniques with a carbon compound material, the fairing is supported by a CNC-machined bracket that also accommodates the motogadget Motoscope Pro speedometer. ​

Performance upgrades are equally impressive. The front end features BMW S1000RR forks fitted with Öhlins NIX30 cartridges, anodized in red, and secured by black-anodized aluminum Powerbrick yokes. A custom-built, fully adjustable TFX Suspension shock with a red spring manages the rear.

The bike rolls on striking forged carbon wheels from Rotobox, emphasizing the single-sided swingarm’s visual impact. Brembo components handle braking duties, connected through Venhill hoses, ensuring that this K1100RS not only captivates the eye but also delivers contemporary performance on the road.

Inspired Yet? Hopefully, this lineup of stellar BMW custom motorcycles has your head spinning with ideas for that languishing project in your garage, and the 2025 Builders Best show could be your excuse to get it across the finish line. We’ll be there scouting bikes for future content opportunities (if you needed another reason to enter), so jump over to the Builders Best Registration page to make it happen. We’ll see ya there!