Before & After: Mark Pardoski

1976 Honda CJ360T a first-time build by Mark Pardoski. “It took me two winters of my spare time to complete the build,” he said. Mark rescued the bike from the shed of a friend, whose uncle (pictured) bought it new in ’76. The bike had sat for 15 years.

 

Find Mark on Instagram at bulletproofwelding

Your Shop: Inglorious Motorcycles

Sam Evans of Essex, England sent us photos of his 1978 Honda CB400 Superdream. It’s the first bike he ever built. “After completing the bike I wanted to build more, so I started up Inglorious Motorcycles,” he said. Inglorious has been in business since only earlier this year.

 
“The bike was a pile of bits that I bought off of an old guy down the road from my house. I put most of it back together then started designing the rear end, as well as buying a new tank (CB750). “The tank that came with it was from a CB350, and was covered in dents! The rest of the modifications were all done by myself.

Specs/Parts

Custom subframe with LED brake light
Custom clip on bars with polished hand controls and leather bar tape
CB750 tank
Custom twin stainless exhaust with pipe wrap
Bates headlight
LED indicators
Firestone Deluxe champion tires
3″ lowered forks

Find Inglorious:

Website
Facebook
Instagram: ingloriousmotorcycles

 

The Giveaway: One builder’s dream to give a bike to a vet

Cole Custer has many friends who are military veterans and on Veterans Day earlier this month an idea hit him – he’s going to build a $30,000 custom bike, give it away to a veteran and donate leftover proceeds to the Wounded Warrior Project. He’s wanted to give to a cause and saw this as the perfect way to combine his skill with his passion.

 

This gallery shows some of Cole’s finished and in-progress builds

There’s one problem though. Custer operates MxATV Specialties, a small ATV/Motorcycle parts and accessories business in Nebraska. He doesn’t have a big budget. Actually, he has no budget. He’s completed a few builds but nothing with any serious backing to it. So to make this happen, he’s turned to crowd funding. He hasn’t decided on a donor bike yet but he’s worked with Honda CBs in the past. His first step is to spread the word and raise the money. Then he’ll worry about the bike. And finding a recipient veteran?

“The vet has to be nominated by someone else,” Custer said. “What we’re looking for is an outstanding person who goes above and beyond. Doesn’t have to be injured or anything like that. We’re looking for someone that inspires us and other people.”

It’s a steep task but we liked Custer’s story and zeal so we’re jumping on board to help him spread the word. That and we like veterans. The link to donate is below. For updates, visit MxATV’s FB page:

DONATE

Your Shop: Dream Wheels Heritage

This is how it happens: dude wants to build a bike and ends up starting a shop and a brand.

A deep recession in Portugal hasn’t stopped 32 year old marketing professional Hélder Moura from chasing his dream. More on that in a bit but first he wants you to meet “Copper”, a 1973 BMW R60/5 that had a former life as a police vehicle.

“About one year ago I began working on my dream bike project,” Moura said. “Several ups and downs (no money, no contacts, no “how to do”, etc etc etc) that led me to do it on my own and with the low money I’ve had.”

About the BMW “Copper”:

1973 BMW R60/5
Claimed power: 46hp @ 6,600rpm
Top speed: 159 km/h)
Engine type: 599cc air-cooled OHV opposed twin
Through the process he was led to the son of an old family friend (Jose Miguel Martins) and the two started a brand together, Dream Wheels Heritage. 

“This build, has a big history behind it: a story of passion about two wheels, how people engage themselves when they love something and share their passion. A dream doesn’t become reality through magic: takes sweat, determination and hard work! Miguel is a true mechanic that knows what to do on a car or motorcycle and I’m an “idiot” (the guy with ideas) and both have a big passion about bikes and cars.”

More Specs:

– New handmade rear section (sub-frame)
– New foot rest and new position of riding
– New hand made exhausts
– 18” front rim
– New shocks
– Vintage BING carbs (from Bmw R100) and new handmade fixing system (in copper)
– Fork from an Honda VTR 1000 (year 2000)
– Brakes (front and rear) from Honda VTR 1000
– Vintage (1950) US Pioneer 145 fog light (adapted)
– Hydraulic clutch
– Speed sensor from a 1997 VW Polo (to be able to have an digital speedometer)
– New Daytona speedometer
– Firestone Deluxe Champion tires
– Blitz motorcycles switch (lights)
– Mini Cooper Hot Chocolate colour (tank)
– Frame painted (without visible original welds)
– New hand made seat

 

Your Shop: Bedlam Werks

From Travis Christopher, the owner of Bedlam Werks in Athens, GA:

“Three years ago I started my company, Bedlam Werks,” Christopher said. “We are a custom motorcycle parts manufacturer that operates out of Athens, Georgia. Our primary medium for construction is aluminum. My passion for custom design began as a young kid. I grew up working on old cars and motorcycles with my grandfather, who worked his entire life as a machinist. Eventually my affinity for working with my hands developed into my pursuit of a BFA in sculpture at the University of Georgia where I worked extensively with metals. This is also where I met the rest of the talented team of artists and bikers that now make up the Bedlam Werks crew. Our main goal as a business is to help others in their artistic pursuits and we enjoy seeing how our parts are applied to their projects. We came together on the belief that motorcycle culture and art are intertwined in a way that is rooted in craft, tradition, and the human experience. Plus, we all really like fast, cool looking bikes.

http://bedlamwerks.com/

Christopher and his crew built “Rocket” a 1976 Honda CB550. This bike is actually on its third life as it was rebuilt once before and then stolen from Bedlam’s storage.

“It was a huge loss,” Christopher said. “Lucky for us, our one-of-a-kind custom motorcycle with its conspicuous Richard Petty red and blue color scheme was discovered at a flea market and returned, although it had suffered some body and electrical damage. We debated restoring it to its original condition, but eventually we decided to re-rebuild it as a new project. This time we wanted to expand on our design and implement a retro-futuristic style. I took inspiration from the “new” technology of the 1950s and 60s. The sleek curves and polished finish lend well to aluminum and I like the idea of modern day cafe racers as being a preview for the future of innovation in motorcycle design. Thus, Rocket was born. We built a new tank and seat which we left unpainted to give it a sci-fi kinda vibe. All other modifications were made with the purpose of making it a lighter, faster bike with a clean, minimalistic aesthetic.”

 

ROCKET SPECS: The rear section of the frame was removed and rebuilt with 1/8″ steel tubing for added strength. The airbox, handle bar controls, and indicators were all removed. The new tank and seat pan are both Custom built by Bedlam Werks out of .090″ 3003 aluminum, with a satin finish and a high polish to the raised center stripe. The upholstery is charcoal gray vinyl to accent the raw metal surface of the bike.

More features:

  • Lightened brake disc and drum
  • Custom 4 into 1 exhaust with thermal exhaust wrap
  • Custom aluminium fuel tank
  • Custom aluminum seat pan
  • Custom upholstery
  • Rebuilt CB550 engine with forged Wiseco pistons which increases the displacement from 544cc to 553.5cc
  • New front sprocket for increased low end torque
  • Gazi Sport Lite rear suspension
  • Front forks rebuilt with RaceTech performance springs and Gold Valve Cartridge Emulators
  • Loaded Gun Rear sets with custom mounting plate
  • Custom dash and controls
  • Shorai lithium iron battery
  • Dynatech Dyna S ignition and 3ohm Dyna ignition coils
  • Halogen Headlight
  • X-Arc LED signals and brake lights
  • Modern rectifier/regulator combo
  • New wiring harness
  • Motogadget electronic control box M Unit

Your Bike: 1974 Rickman Trident CR

Earl Johnson of Minnesota sent us a real gem this week; a 1974 Rickman Trident CR that he used in competition in the Central Roadracing Association in the late 70s. He picked it up at a salvage yard near home.

Rickman Trident Left Side 600dpi 001

Earl Johnson’s Rickman Trident has seen a lot of mods over the years

The motor was originally a Bonneville but when that blew he replaced it with a 1971 Trident that he said had better performance potential and less vibration. We’ll let Earl take over from here:

“That started a whole host of modifications, including modifying the frame and Trident motor to fit and align properly in the frame. I rebuilt the motor maintaining the 750 displacement but installed full race cams.

“Because the race cams didn’t come with a tach drive gear, I installed a Krober electronic tach. No speedometer is fitted. Cornering clearance had been an issue with the original motor in it and since the Trident motor was wider and I was using a factory 3-1 racing exhaust system(which had to be modified to fit the Rickman frame) , I raised the bike up by installing longer fork tubes (from a Rickman Metisse dirt bike) in new, custom made, wider billet triple trees and building a box section swing arm to get the axle adjusters back to the “normal” position and installing longer rear shocks. The wider forks now required a wider front fender so I split the stock fiberglass one and added in the appropriate amount of material.

“Rickman CRs came stock with a single Lockheed rotor and caliper in front so I modified the other fork leg to add the second caliper and re-laced the front rim to a special dual disc Rickman hub. Since the Bonneville motor grenaded so spectacularly, and because Rickman’s carried their oil in the frame, I was never going to get all the bits and pieces out of the frame, so I built a custom aluminum 6.5 quart oil tank that fit in place of the original airbox. This also offered some additional cooling benefits with the extra oil.

“Production Tridents always ran an oil cooler and I didn’t like hanging mine under the steering neck like the stock bikes, so I built the appropriate bracketry to mount it inside the fairing under and slightly behind the headlight. I then slotted the front of the fairing with 3 slots on either side of the headlight for proper airflow to the cooler. All brake, oil, fuel and breather lines were replaced with custom stainless braided lines and AN fittings. After retiring the bike from competition, I tore the whole bike down and redid everything for the custom cosmetics. The frame was re-polished and re-nickled and all the aluminum bits were polished. The rack of Amal’s were ditched in favor of 3 round slide Mikunis.

Rickman Trident Right Side 600dpi 001

 

Your Bike: 1974 Yamaha GT50

Andres Contreras from Bogota, Colombia spent two years’ worth of Saturdays with his father to restore this 1974 Yamaha GT50. He received the bike 16 years ago and he and his friends raced to see who was fastest around the parking lot. After sitting for 14 years, Contreras pulled it out after he discovered the cafe racer culture online. On September 6 he took the bike to the Meeting of Old and Classic motorbikes in Bogota. “I realized that it is a rare motorbike for this size, received a lot of looks and they took enough photos, he said.”

 

This GT50 sat in a Bogota, Colombia alley for 14 years before Andres decided to give it a third life.

This GT50 sat in a Bogota, Colombia alley for 14 years before Andres decided to give it a third life.

“It was a father and son project where I designed and ran most of the time and my dad was the one who welded or painted. I learned a lot and found out that it is more satisfying to have a motorbike that you made yourself.”

Ton Up Tuesday: Steve Heath’s 1994 BMW R80RT

1994 BMW R80RT.

Multiple heart attacks and one-year-to-live proclamation from his doctor didn’t keep Steve Heath from completing his BMW scrambler, which he’s nicknamed ‘Soul’d Out’.When Heath, of Weymouth in southern England, began to suffer from serious heart complications at 40 years old, he gave up his career in classic car restoration and focused exclusively on his passion: motorcycles.

Even though more heart attacks set him back, Steve has beaten the doctor’s estimates and he’s still building (andriding).

“The finished article says it all and I am very happy with the way it turned out,” Heath said. “It’s exactly as the image that I had come into my head whilst lying on that hospital bed a few months ago.”

Want to see your bike featured here? Post your finished build on our Instagram or Facebook feeds with #tonuptuesday in the caption or email us at caferacertv@gmail.com. We will feature at least one bike every Tuesday. Give the make, model and year of the bike, your favorite specs, custom parts you built, and if there’s an interesting story behind where it came from, tell it! If you didn’t build the bike, then please list the builder.

Sweet Return

By Mike Seate

In a Hammonton, NJ garage a drag racing legend has accepted the most emotional 2-wheeled challenge of his life; the same motorcycle that he raced the quarter mile on as a teen, the same motorcycle that killed his father in 1982, has come back into his life and he’s rebuilding it for season 5 of Café Racer TV.

Rickey Gadson is a ten-time World Drag Racing champion and a brand ambassador for Kawasaki. The self-proclaimed “Fastest African-American on 2 wheels” (217 mph), Gadson came up on the hard, inner-city streets of West Philly where, as a scrawny teenager, made his bones in the winner-take-all world of outlaw street motorcycle drag racing.[nggallery id=94]

The entire Gadson clan were bike riders, including his late mom and brother, both of whom encouraged him to take his skills to the strip where he’s dominated. In 1982, at 14, he raced his father’s 1979 Kawasaki 1300, a fearsome, 560-pound six-cylinder beast of a bike, at New Jersey’s Atco Raceway. Later that same year, his father was killed in a crash on the big Kawi and the damaged bike was sold. He never saw it again.

Nearly 30 years later, without notice, the second owner showed up at Gadson’s garage with the 1300 in tow. “It had been sitting outside his house on the street in Philly,” Gadson told us during a recent visit to his bike-packed workshop.

It was a real mind-blower to be back in possession of the first motorcycle he’d ever raced, let alone the streetbike that claimed his father’s life. Bad demons aside, Gadson will appear on season 5, trading in his leathers for welding gear. His goal is to tear down the Kawasaki and transform it into a sleek, street-worthy café racer.

And the test ride? “We’re definitely taking it back to Atco where I first raced it,” Gadson promises.

The Budget Bike That Time Built

By Mike Seate

Twenty four hours isn’t much time to build a custom motorcycle, or even customize one. We learned this lesson the hard, sweaty way in the summer of 2010 during production of the first season of “Café Racer TV”. In a series we called the Budget Build-off, two teams squared off at Mid-Ohio during the AMA’s annual Vintage Motorcycle Days, one of the largest motorcycle swap meets in the world.

I was paired with A.J. Fulgado and Frank Ford from New York’s XPO Streetfighter, while CRTV’s narrator, Ben Friedman was partnered with Long Beach, Calif. builder Jay LaRossa of Lossa Engineering. Each team was given $1,000, a golf cart and a garage, and let loose in the sea of parts and bikes that is VMD. The mission was to show the viewers how much you could do with just a little bit of money. But, unlike the viewers, we only got 24 hours.

Budget Build Update_1_Web

A.J. Fulgado, left, gets pressure form producer Brad Jones. “15 seconds builders!” It was like being on an episode of “Chopped”.

Our team found a clean, stock 1978 Suzuki GS 750E but we spent $800. We only had enough money left for a seat, handlebars and a bikini fairing. Ben’s team clearly came away smarter, having purchased a pair of running Honda CB360s for half that much. The shoot, which was in July, was the warmest, wettest, most humid weekend this side of a Panamanian rain forest. It was challenging, crazed but, I admit, fun. In the end, crowds liked both bikes but A.J. asked that he take the bodge job Suzuki back to his New York shop so “People don’t think I can’t build a better café racer than this,” he said.

So off it went to the Big Apple.

Two years quickly passed before I started wondering what had become of our budget build. Not much. A.J. got busy with other projects and left the 750 to rust in his yard. After retrieving the old girl from a weather-induced fate, we decided to see what sort of custom streetbike could be salvaged from the bones of a motorcycle that had clearly experienced a hard knock life.

Almost four years after the initial purchase and, (ahem), rebuild, the Swap Meet Special GS 750 is finally looking like the sort of motorbike any self respecting road burner would be proud to own. The lengthy rehab has been chronicled in the pages of Café Racer magazine where the final assembly and road test will run in our October/November issue, which hits newsstands October 1.

Budget Build Update_2_Web

You’ll barely recognize the old “‘Zook” when you read about it in the Oct./Nov. issue of Cafe Racer Magazine, on newsstands Oct. 1

Most of you who recall what the GS looked like at the end of the Velocity show build will hardly recognize the old girl, proving that given enough time, you can make any motorcycle shine.