Reinventing Speed: A Yard-Find Yamaha RD400 Reborn for Vintage Racing

Reinventing Speed: A Yard-Find Yamaha RD400 Reborn for Vintage Racing

It’s easy to imagine any motorcyclist growing up in the 70s fixating on Yamaha RDs. The bikes were fast and ferocious smokers. And their reputation was only enhanced by their close ties to Yamaha’s production racers. The culmination of that history was the 1976 release of the air-cooled, two-stroke twin, the RD350’s bigger brother, the RD400.

More suited to eating up twisty pavement than straight stretches, the RD topped out around 105 mph. It wasn’t the fastest bike down the straights, but it more than made up for it leaning into the corners. The engine and frame, both born and refined on the racetrack, used thicker-wall steel tubing with track-spec geometry. In its day, it represented the pinnacle of design. In its class, it was unmatched in performance, style, and general bad-assery.

This is a snapshot of the motorcycle heart and soul of Bob Marsden, from Windham, NH. Now 45 (he rode his first bike at age seven), Bob spent most of his motorcycling life irresistibly drawn to the sound, smell, and featherweight feel of the two-strokers.

Some years back, while visiting lifelong friend and 50-year motorcycle race mechanic Ed Friend, Bob found himself eye-deep in weeds staring down a 1976 Yamaha RD400 that had been left to the cruel gods of New England weather, time, and backyard rust. It didn’t take him long to convince his 75-year-old partner-in-crime Ed to pull that lump out and start bringing it back to life – or better yet – reincarnating into a vintage racer.

Luckily for Bob, Ed (and most of us for that matter) believes in never throwing anything away when you can use or repurpose it later. Ed also happens to know a thing or two about building stuff, having spent most of his life as an aircraft and motorcycle mechanic, moving his way through dealerships, and even identifying their weak spots in production machines at the factory level for Honda.

Having raced since the age of 14, Bob had always wanted to get back on the track. Over the next three years, a series of setbacks kept the project stalled, but eventually, they arrived. And so did we – to the Loudon International Speedway up in New Hampshire this past fall, for Bob’s first time back on the track in 25 years on his reimagined RD.

But Bob’s story, like them all, has its twists and turns. We found out early that afternoon that Bob had to call it quits, watching him hang up his leathers and turn the smoker over to his racing partner while he visited the paddocks to take yet another IV to get him through the pain. Bob contracted a bad case of Lyme Disease a few years back, putting him in a life-threatening situation and forcing the man to slow down and pace himself. Hard to do when he’s fighting another disease called speed.

The day ultimately was stamped with joy, however, as they laid down some vicious turns and filled our senses with two-stroke lust during a morning of practice. In the end, it’s apparent that both the men and the machine have been race developed over the years as Bob and Ed recapture their youth, finding new life in everything they do.

This article first appeared in issue 12 of Iron & Air Magazine, and is reproduced here under license.

Story by Brett Houle | Images by Adam Fitzgerald

Road Tested: Retro Full-Face Lid from SMK Helmets

Road Tested: Retro Full-Face Lid from SMK Helmets

I’d call myself a multi-discipline rider if anyone ever asked, and that’s not to say that I’ve mastered multiple forms of competition (I haven’t), but instead, that no two days in the saddle are ever quite the same. While I invest the majority of my disposable income in one type of riding, I keep an older machine or two around for when I feel like cosplaying as a canyon carver or a bagger guy.

I think it’s the attainable version of the different bike for every day of the week sort of dream, but you’d go broke keeping enough gear on the shelf to look the part every time. Or would you? SMK Helmets sent us over one of their Retro full-face helmets a few months back, and based on the MSRP of this throwback lid, just $149.99, I knew we were looking at an intriguing proposition.

What’s in a Name Stateside, the SMK name can get lost in the sea of three-letter helmet manufacturers, and while their products have only been available here since 2023, you should probably get used to hearing it. SMK claims to be the largest helmet manufacturer in the world, and its parent company, STUDDS, traces its roots all the way back to a small garage in India in 1972. SMK has a lineup of 12 models available for the U.S., all of which go easy on the pocketbook.

I spec’d out the Retro full-face in the solid-white colorway, but was surprised to find it’s actually a frosty pearlescent when I removed it from the velvety drawstring. My XL weighed in at 3.5 lbs [1,588 g], placing it right in the middle of the road, and the fit and finish on the helmet is good other than a few minor niggles. The chrome accents and tan and chocolate color of the hypoallergenic liner are stellar touches for the price, and mesh, circular vents give it unique character in the throwback scene.

How’s the Fit In reading up on the SMK Retro, I expected the fit to be an area of contention. It’s been said that the company uses just two shells to accommodate sizes from XS to XL for the Retro model, and you should expect it to run small. To the 2X, guys, I offer my condolences.

My head measures 24 inches [61 cm], which puts me at the top end of the XL range. If there was a problem with the shell size, I would have found it. The intermediate oval fit is quite good, roomy in fact, especially in the crown of my head. There was also great coverage in the chinbar area, which is surprising, given that throwback helmets often leave your chin out in the breeze.

The interior of the Retro looks nice and feels even nicer. The hypoallergenic liner feels premium, and the chocolaty faux leather trimmings feel like they were pulled from a helmet three times the price. The washable, three-piece liner is easily removed, exposing the multi-density EPS absorption material, and the exterior is made from impact-resistant thermoplastic. The model carries both DOT and ECE 22.05 certifications.

Other Features Getting into the nuts and bolts of this thing, we have to talk about the shield. The pivot and detent features of the SMK Retro take place within the big bullseye on the sides of the helmet, and you can customize the colored inserts or ditch the shield entirely with supplied inserts if riding in glasses is your thing. The shield has two open detent positions, and while it lacks a positive latch in the shut position, engagement of the spring-loaded detents has good feel.

The shield opening has a chrome strip within its rubber edging that complements the trim along the helmet’s opening, and while I expected some serious draft around the shield, that simply wasn’t the case. It’s also Pinlock 70 compatible, and SMK supplied a clear anti-fog insert with helped alleviate the fogging I experienced on hot, humid days.

Finally, SMK relies on the tried-and-true double-D ring system to affix this thing to your noggin, and while it’s arguably the most secure system, I’d love to see the Retro graduate to something quick-release in its next iteration. The strap was also on the thin side in my opinion, which led to some fumbling with the D rings the first time I pulled it on, but I did appreciate the inclusion of a magnet for retaining the tail of the strap when you’re locked in.

On the Open Road At 79°F and 62% humidity, I knew my first ride in the Retro would be the most telling, especially since the helmet lacks exhaust ventilation like many of its throwback counterparts. The porthole vents were more or less up to the task, but I did notice less airflow in the chinbar, which led to fogging without the Pinlock lens installed. The forehead vents, however, performed admirably, and, overall, the helmet didn’t feel hot compared to a black riding jacket.

Visibility through the shield was great, and the wind intrusion wasn’t excessive at highway speeds and beyond, even when pointing my head perpendicular to my direction of travel. The center tab on the shield was easy to operate after I stopped looking for it on the left-hand side, and I found the two open detent positions to be more than adequate.

I mentioned the Pinlock 70 anti-fog lens SMK included with the Retro helmet, and installing it makes a world of difference. You can watch fog develop in the area around the Pinlock, but your field of vision remains unobscured, even with all the heavy breathing I could muster. However, while installing the Pinlock, I encountered an issue with the shield’s design.

You remove the shield by unthreading the center of the bullseyes with a supplied tool, and then the shield pops out. At this point, you can see two small ball bearings that make the detent positions work, and they’re spring-loaded behind the black inserts. The issue is that the ball bearings aren’t really retained in the insert, and when I took the lens off, one shot off onto the shop floor, never to be seen again.

The other three ball bearings stayed in place, and the detents still worked more or less as intended, but I was curious why this happened. I took the helmet apart once more to install the shield-delete inserts (you’d use these for riding with glasses instead of the shield) and found the other ball bearing popped out as well.

This system needs some revising, because you stand a good chance of losing these ball bearings anytime you want to remove your shield, or change the colored inserts in the helmet—which SMK encourages you to customize. So if you own the Retro and plan on taking any of this apart, I’d encourage you to work on a clear table with a drop cloth.

Conclusions I was looking for the catch throughout all my time with the SMK Retro helmet. It works quite well on the open road, carries DOT and ECE certs and has some really nice features—all for $150. That’s exactly half of what you’d pay for the most affordable helmets in the retro scene, and something like 3/10s of what the flagship models are getting. While the ball bearing detent system needs work, my helmet still functions as intended, and I bet they’d warranty the insert if I asked.

While there are things that could be improved, the SMK Retro is a great-looking, comfortable option for budget-minded riders looking for a stylish throwback lid. It gets way more compliments than you’d ever expect from a budget helmet, and I’m sure it’ll remain in my rotation for many miles to come.

Price $149.99 | Sizes XS to XL | Certification ECE22.05 and DOT | More

Blacktop Brawler: A Custom Indian Chieftain for a UFC Fighter

Blacktop Brawler: A Custom Indian Chieftain for a UFC Fighter

Niche as it is, the performance bagger scene is having its moment in the spotlight—thanks largely to the wildly entertaining King of the Baggers racing series. Baggers are fast evolving from grandad tourers into adrenaline-fueled machines with miles of attitude. The whole concept is slightly unhinged, but we’re here for it.

Indian Motorcycle’s latest custom build initiative is a full-throttle tribute to performance bagger culture. As part of the American marque’s ‘Forged’ series, three Indian Chieftain PowerPlus tourers were handed to custom builders to do with as they pleased. The menacing example you’re looking at here was built by the V-twin specialist shop and parts maker Kraus Motor Co.

It’s no fluke that Kraus Motor Co. ended up on the Forged roster. Based in Utah, USA, the company has deep roots in the performance V-twin scene and boasts a burgeoning catalog of Indian-specific parts. (Case in point; the other two bikes in the Forged series both sport multiple Kraus parts.)

Kraus kicked the project off with a bone-stock 2025 Indian Chieftain PowerPlus 112. As per its name, it’s powered by Indian’s 112 ci PowerPlus engine, which pumps out 126 hp and 180 Nm of torque. It also comes with all the tech and trimmings that you’d expect from a premium bagger.

To the uninitiated, it might appear that Kraus has just lightly fettled the Chieftain. But its understated matte black paint job belies the amount of work that went into it. Behind the fairing and cases lurks a gnarly parts spec.

“This bike is a straight street ripper,” says shop founder Satya Kraus. “There’s no bullsh*t. No glossy paint. There’s no fancy ‘this or that.’ It’s classy, but it’s mean and it’s all about business.”

The changes start up front, where Kraus fitted their KR8 front-end kit. The kit matches inverted Öhlins forks to Kraus yokes, radial brake mounts, and fork guards. An Öhlins shock hides away at the back; its preload adjustment wheel is accessible on the left-hand side of the bike, thanks to a machined bracket.

The Chieftain now rolls on a set of luxe forged carbon wheels from BST, shod with Metzeler Cruisetec rubber. The braking system features Kraus billet aluminum calipers, mounts, pads, and hardware, with OEM rotors and Spiegler lines throughout.

Moving to the cockpit, the crew installed a set of stainless steel moto bars, finished in a fetching champagne gold hue. They’re held in place by Kraus mounts, and set closer to the rider by way of an offset Kraus x Hart-Luck riser base. Other upgrades include ODI x Hart-Luck parts, Kraus controls, and Rizoma mirrors.

You’ll find more Kraus parts lower down—from the floorboards and wide passenger pegs to the brake and shift levers. The Chieftain’s also been converted from a belt to a chain drive, with a modified front sprocket cover. A stainless steel exhaust system from Fab28 Industries adds a suitable soundtrack.

Kraus’s changes to the Chieftain’s bodywork are subtle, yet effective. The OEM fairing is kitted with a full complement of Denali LED lights, and a tinted Klock Werks windscreen. The carbon fiber fenders and dashboard trim come from DTF Performance.

Not content to simply fit the rear fender as-is, Kraus trimmed it and treated it to a CNC-machined edge. They also modified the bike’s stock side panels, and finished the tank off with custom-made Indian badges. The seat is from Kraus’s catalog, made to spec by Saddlemen.

As a finishing touch, Kraus narrowed the stock panniers through a clever process of cutting out the sections they wanted to slim down, 3D-scanning the case, and 3D-printing new panels. They also added case-mounted LED taillights from Ciro3D, plus Kraus bag mounts and hinge covers.

Kraus’s fine-tuned Indian Chieftain PowerPlus cuts an imposing figure, its black finishes punctuated only by selective carbon fiber and gold details. A handful of polished highlights, including the swingarm, add just the right amount of contrast.

There’s one more notable detail—a custom derby cover inscribed with “No Love.” That’s the nickname of the bike’s new owner and seasoned UFC fighter, Cody Garbrandt. Building a hard-hitting bagger for a professional brawler feels a little on the nose, but we’ll let it slide.

Kraus Motor Co. | Facebook | Instagram | Images courtesy of Indian Motorcycle

Ready to Rip: A Sublime Yamaha RD350 Street Tracker from Virginia

Ready to Rip: A Sublime Yamaha RD350 Street Tracker from Virginia

Sean Skinner is the Jekyll and Hyde of custom motorcycles. Sometimes he builds tidy restomods that show restraint, and other times he builds idiosyncratic machines that put his imagination on full display. This sublime Yamaha RD350 street tracker sits somewhere in the middle.

Sean runs MotoRelic as a one-man band, out of a small garage behind his house in Hamilton, Virginia, USA. This project was commissioned by a customer who had picked up a 1973 Yamaha RD350 for $350 (a proper barn find) and wanted it turned into a street tracker.

“Normally, getting a bike for $1 per cc is a great deal,” says Sean. “But when he sent the photos, I felt like he overpaid. It was the crustiest, most forgotten bike I’d ever seen.”

“We had a laugh, and I told him ‘If it’s not locked up, then it will be great.’ His idea for the build would only require me to keep the frame and engine—everything else would go to the dumpster. He was prepared to spare no expense on this build, which made my job way more fun!”

“When the bike arrived, we had another laugh, but then got down to business talking about his dream. He wanted a lightweight road ripper with 19” wheels, true flat track Hoosier tires, a custom tail and seat, a tracker-style front plate, and a fire-breathing engine. He rolled out and I got to work, not knowing how the bike would evolve into what it is today.”

Sean started by yanking the Yamaha RD350’s motor out, boxing it up, and shipping it to vintage two-stroke specialist, Ed Toomey. “We discussed the client’s needs and nailed down a proper list of things that Ed would do to this little powerhouse,” he tells us. “I then proceeded to order a pile of goodies for the build.”

With the bare frame on the workbench, Sean set about putting together a trick new rolling chassis. The front-end wears a set of Suzuki GSX-R750 forks, gripped by Cognito Moto yokes. Cognito supplied the 19” wheels too, matching Excel rims to their proprietary hubs.

The upgraded wheels included a rear brake disc conversion, so Sean installed a Brembo caliper and designed a new brake pedal assembly and master cylinder mount to actuate it. “Since there was a Brembo on the rear, the customer felt like the front needed to match,” he adds. “Goodbye Tokico, hello Brembos! Who am I to argue?”

Sean’s plans for the back end of the RD350 involved a mono-shock conversion, but then his customer sourced an aluminum from Trac Dynamics. Built with a two-inch stretch, the new twin-shock swingarm left plenty of room for the 19” rear wheel. A pair of HyperPro shocks was installed to complete the setup.

“With the chassis now in roller form, I got to work designing how I wanted the bike to look,” says Sean. “I had a Honda Ascot tank that really screamed ‘tracker,’ but it was fairly wide for this skinny lady. I decided the side profile was perfect, so I cut the tank in half, narrowed it two inches, and fabricated all the mounts to make it fit the frame.”

“The tank has an interesting shape on top with different angular panels, so I wanted to let that flow back to the tail. I shaped the tail section out of aluminum to match the top of the tank, and gave it some style down the sides. The frame then received all the mounting tabs to hold it all in place.”

“Honda added a recessed area to the back of the Ascot tank for their factory seat. I used that area to shape my seat design, allowing a seamless flow from tank to tail. Counterbalance Cycles stitched up the rich brown leather.”

The RD350’s modified bodywork left no room for the OEM side covers, one of which doubles up as an oil tank for the Yamaha two-stroke’s ‘Autolube’ oil injection system. To replace it, Sean fabricated an ultra-slim reservoir that takes a quart of oil and doubles up as a rear inner fender. An externally mounted tube shows the oil level.

There were smaller tasks on the bike that required equally creative solutions. Sean wanted to fit grippy enduro footpegs to the RD350, but didn’t want to lose the OEM rubber footpeg mounts. So he modified them to adopt the modern pegs instead.

More of Sean’s tidy metalwork can be seen up front, where a number board-style headlight nacelle houses an Eagle Lights LED and a Motogadget Chronoclassic speedo. Just behind it are ProTaper risers and bars, fitted with Motogadget switches, grips, bar-end turn signals, and mirrors (which were removed for these photos).

The aging RD350’s wiring was binned too, in favor of a new loom and a Motogadget mo.unit brain. Spiegler Performance supplied the Motogadget bits, along with a tiny Kellermann LED taillight.

With the build approaching the finish line, Sean called on Danny Knight at Knight’s Kustoms to lay down a livery that’s out of this world. Using Yamaha’s traditional blue, yellow, and black palette, the design is a reinterpretation of classic RD350 graphics.

Finally, Sean treated the iconic two-stroke to a coveted Jim Lomas stainless steel exhaust system, which he was lucky enough to find at Economy Cycle. All that was left to do, was find out how well the freshly-rebuilt engine would perform…

“Once the beast of an engine came back from Ed Toomey, the bike was ready to rip—and rip it does,” says Sean. “First gear is a serious handful. At 6,000 rpm, the fully ported engine breathing through 28 mm Keihin PWK carbs gets on the pipe and lofts the front wheel with some serious aggression. Second is no different—while staying on the pipe she screams to life making you feel like the bike is trying to toss you off the back.”

“It’s smiles for miles while tearing up the back roads. The sound out of those JL pipes is better than any symphony at the Sydney Opera House. Combined with the smell of 100 octane low lead airplane fuel, it feeds all the senses while you’re trying to handle the reins of this wild horse. Damn good times!”

MotoRelic | Instagram | Images by Jonathan Thorpe

5 BMWs from the Builder’s Best Custom Motorcycle Show

5 BMWs from the Builder’s Best Custom Motorcycle Show

Every summer, devout BMW enthusiasts from across the United States and Canada gather at the BMW Motorcycle Owners Association’s annual rally. This group of passionate riders gathers to camp, break bread and celebrate all things BMW. This year’s event, held in Lebanon, Tennessee, included camping, concerts, riding seminars and demos, the Wall of Death and countless other attractions.

New this year was The Builder’s Best Custom Motorcycle Show. The show attracted builders from across North America to compete for $1,000 for the best BMW and another $1,000 for the best non-BMW motorcycle. We were given early access to scope out the field while the builders arrived with their customs. The final results were voted on by the attendees, but these are five of our favorites.

BMW R100 by Parker Zamarelli Parker Zamarelli’s custom BMW R100 bobber is a stunning blend of refined craftsmanship and rugged edge, turning heads with its understated elegance and undeniable attitude. The bike’s beautiful black-to-blue fade paint job, accented by subtle pinstriping, captures the eye without shouting for attention—a true reflection of Zamarelli’s precision and restraint.

Every detail on this R100 is thoughtfully executed to balance form and function. Slim LED strips discreetly mounted on the fork tubes act as turn signals, keeping the build road legal while preserving its clean lines. Out back, custom fender struts evoke a classic bobber silhouette, cleverly shaped to accommodate burly Heidenau K60 knobby tires. At the heart of the build is a Dutch-made stainless steel MAD exhaust system, delivering a distinctive tone that adds personality without overwhelming the senses.

The result is a bike that not only looks ready to cruise the boulevard but also hints at a willingness to escape down dusty country roads—an elegant brute, built to ride.

1984 BMW R100 by Jay Beier Jay Beier’s custom 1984 BMW R100 is a bold interpretation of a classic, merging vintage charm with aggressive modern performance. At the front end, a GSXR suspension conversion using Cognito Moto trees and hardware gives the bike razor-sharp handling and an unmistakably sporty stance. A deep growl from the Cone Engineering exhaust adds attitude to every twist of the throttle, while pod filters on the carburetors free up performance by letting the engine aspirate more easily.

Technology and clean design come together seamlessly through a full suite of motogadget components—from discreet bar-end mirrors and push-button controls to the sleek mo.unit and minimalist speedometer. Kuryakyn LED turn signals are cleverly hidden, maintaining the stripped-down aesthetic without sacrificing safety.

With YSS rear shocks rounding out the suspension upgrades, Beier’s R100 is a refined brute—equal parts analog soul and modern engineering, ready to carve corners or cruise with authority.

1987 BMW K100RS by Jared White Jared White’s 1987 BMW K100RS, aptly named ‘The Journey,’ is a futuristic vision wrapped in classic German engineering. Built with precision and creativity, the bike features a full suite of motogadget electronics—including a mo.unit controller, sleek bar-end mirrors, minimalist buttons and a compact speedometer—giving the cockpit a refined, high-tech feel. One of the most charming details is the repurposed Aviation Gin bottle, cleverly converted into a coolant overflow reservoir.

Visually, The Journey is a striking interplay of color and form. The frame, finished in a mesmerizing purple/blue flake powder coat, catches the light in ways that photos simply can’t capture. The vibrant frame contrasts boldly with the clean white fuel tank and stealthy black powder-coated wheels.

The 7075 CNC-machined Sidewinder Meccanica kit not only gives the K100 a dramatic, angular stance but also modernizes its performance, complemented by a YSS rear shock. With its balance of function, flair, and forward-thinking design, The Journey lives up to its name—a ride through past, present and future.

1966 R50 RS Rennsport Replica by Jeff Bronsdon Jeff Bronsdon’s custom 1966 R50 RS Rennsport Replica is a meticulous homage to vintage racing, brought to life through dedication, precision and a touch of trial and error. The frame has been fully detabbed to achieve a stripped-down, race-ready profile, though in the process, the center stand tabs were inadvertently removed. A small sacrifice in the pursuit of aesthetic purity. Up front, an R27 fork assembly sourced from Germany anchors the bike, adding heritage to the build.

Bronsdon’s custom-designed one-piece handlebar and top tree setup defines the cockpit with a clean, race-inspired silhouette. The rear end features a uniquely modified carbon fiber seat cowl, carefully shortened to fit the frame and evoke the iconic cafe racer stance. Complementing the minimalist look, custom fender struts support small, precisely contoured fenders that hug the 19-inch Metzeler tires, front and rear.

This R50 isn’t just a replica—it’s a personal interpretation of speed, stripped down to its essentials and built with reverence for the classic Rennsport spirit.

1989 BMW R100 GS by Chuck Pryor Chuck Pryor’s custom 1989 BMW R100 GS is a striking reinterpretation of the classic ‘Bumble Bee’ model, reimagined as a sleek Urban GS. Starting with a complete teardown to the frame, Pryor rebuilt the motor from the crank up, integrating dual-plug heads to handle a bumped-up 10.5:1 compression ratio. The transformation retains the rugged DNA of the original GS while introducing refined touches, including subtle bronze Cerakote accents on the fork lowers, hubs and YSS shock spring.

A stainless steel Arrow exhaust hugs the frame’s contours, enhancing both visual flow and performance. The rear fender has been trimmed to sharpen the bike’s silhouette, complementing its aggressive new stance. Riding on black powder-coated Excel rims wrapped in Michelin Anakee Adventure tires, the bike maintains an off-road-ready look that aligns perfectly with its deep black paint scheme.

This meticulously crafted machine will soon be raffled off as part of the BMW MOA Foundation’s fundraising efforts, offering one lucky winner a custom icon with both soul and style.

Looking ahead, the momentum isn’t slowing down. The Builders Best Custom Motorcycle Show will return next year at the BMW MOA Rally in Essex Junction, Vermont—bringing with it another round of fresh builds, bold ideas, and boundary-pushing craftsmanship. Whether you’re a builder, a rider or simply a fan of custom culture, it’s an event you won’t want to miss.