Posts tagged 'vintage'

The CMX450 "Rebel" was a short-lived endeavor for Honda, only being produced for two years (1986 through 1987). Honda marketed this 450cc to the younger generation, stating in a 1985 issue of Motorcyclist magazine that "by targeting the bike to a young audience, such as those who watch MTV, Honda hopes to attract newcomers and expand the motorcycle market...". Fast-forwarding to the 21st century, DCC customer Sam Edwards (Golden, CO) put his own spin on the classic "Rebel" and it is truly one-of-a-kind!

In 1980, Kawasaki introduced the in-line four KZ550, an excitable motorcycle that became a fan-favorite among Kawasaki riders, almost instantly. Engine-wise, the KZ550s were nearly identical, with minor improvements realized over their production lifespan. A shaft-driven version was produced in 1983, known as the KZ550M. The 'Spectre' version used the CV carbs and a different cylinder head for enlarged porting. The 'GPz' models used the CV carbs, as well. The most noticeable differences between the 550 models were aesthetics.

DCC customer Matt Anderson, from Lancaster, MA, put his personal touch on his '83 KZ550 and we are rolling with the changes!

I have always been fascinated by motorcycles my whole life but didn’t dive headfirst into them until I got my license in 2005. That was when I first heard the term “Café Racer”. When I read about the history of café racers, and what they were all about, I fell in love with them. I just felt like, “This is me; this is who I am.” From that moment, I knew I was going to have to build one someday soon. I could already picture it in my head, down to every detail.

For a year, we searched for the perfect donor machine. When we came across this 1980 Honda CX500 in a barn in Northeast Ohio, I fell in love. Sure, with all the yellow gaudy trim, it lived up to its “plastic maggot” namesake. But everything was there to transform it into a lean, mean brat. We trailered the bike home to Florida and I sold the Bonneville the following week—a-la Cortes burning the ships after landing in Veracruz. I was all in.

My little hobby shop, the Chattahoochee Skunkworks, is pleasantly tucked away in the foothills of north Georgia and I have a thing for the Honda CB400F. Although I’ve built several different bikes over the past few years, I always keep an eye out for stray, neglected CB400Fs to rescue. This 400 is the fifth one I’ve built and there is another one in the planning stages. It seems like these little light weight high revving bikes were designed for the twisty mountain roads in our neck of the woods.

The 50's, and 60's - arguably the best years of British motorcycling. The designs were simple, and nothing but bare necessities were present making the ride and experience almost visceral. At the same time however, the envelope of engineering was pushed again and again, advancing motorcycling one kick at a time to the next kph. Be it the classy combination of black and chrome, the open-air designs, or the performance and engineering advancements, there's no doubt that it was a great time to be a motorcyclist.

This mustn't register on an emotional level. First, grip the tank tightly with your knees. Then, steer with your full body weight and counter with throttle through the turn. Befuddled, he will attempt a hail-mary. Cross him on his exit, rendering him incapable of passing. Then, down-shift, lean hard right and block his second attempt. Now, go high...slow down slightly, giving him the impression he's gaining on you. Last, fracture his mind entirely. Crack the throttle open and let him hear the distinct exhaust note as you pass on the inside, leaving him... breathless...

In summary, passed once honestly. Passed a second time playfully. Left behind indefinitely. This is what it is to ride a Cafe Racer.

When Jason took his fathers Honda Shadow VT800 in late 2010 the plan was to do some slight custom work. Maybe add some modified FLH cruiser style fenders, new bars, paint-work and some other basic modifications. In the end though, the result was to be a comfortable cruiser his father could pilot around town in a relaxed posture.

What was produced over a year later was quite the opposite...

"We wanted to leave the bodywork as original as possible but give it a modern flair and change the dynamic of the performance," Herm says, adding, "We want people to look at this bike and know that it's a CB1100F, even though we didn't put that anywhere on the bike."

The biggest roadblocks in this project tied directly to the resto-mod concept. The mechanical bits, the stuff that slows most of us down, didn't really worry Herm and Jason, because between them, there's clearly little they can't do. Once the engine was out Herm pulled the top end apart, checked the bores and pistons, had the cylinder head cleaned up and the valves reground, then put it all back together. In a day.

Although a fixture of the cafe racer scene, it wasn't until now that they decided to build a real deal, class division racer. With the reputation and pedigree DCC has become known for, this build dubbed the D33 racer, delivers a serious dose of performance while executing a level of aesthetic and attention to detail rarely seen in the paddock. Dime City Cycles already sponsors a winning race team headed up by AHRMA champion Scott Turner. When asked why he decided to go racing, DCC's fearless leader Herm Narciso simply says "Why wouldn't we? It's a natural evolution, you have to live who you are". It may also have something to do with Turner, a long time friend, egging Herm on and bragging about the spoils of the sport. Herm, not one to shy away from a challenge, decided it was time to go racing Dime City style.