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The Kawasaki KX 500 is a 499 cc (30.5 cu in) two-stroke single motocross motorcycle made by Kawasaki from 1983 until 2004, But now there has been rumours of a brand new 2018/2019 KX500 coming back from the past!

The Kawasaki KX500 was developed as an air-cooled 500cc motocross bike for competition in the 500cc and Open-Class of motocross. At the time of its release, several top manufactured sported entries in this class, including Yamaha, Suzuki, Honda and the class-leading Maico.

Kawasaki developed the bike on an annual basis through the 80’s. The addition of liquid cooling in 1985, a new frame with improved suspension in 1987, engine updates in 1988 and reversed forks in 1990 highlight these revisions.

Kawasaki would take several years to produce a competitive bike, and when it finally did, would find the KX500 winning in events for which it was not initially designed for. Its first victories came in 1986, when Donnie Griewe won two National Hare and Hound events. These only foreshadowed Kawasaki’s dominance in distance and desert racing that exploded in the 90’s.

In 1989 Kawasaki captures its first National MX championship on a KX500, repeating in ’90 and ’92 before the series was discontinued at the close of the ’93 season. But that would not be the end of the KX500’s racing legacy.

Beginning in 1992, the KX500 took the victory in every Desert Nationals race through 1995, and continued to win the Desert Nationals Championship every year though 2001. It further cemented its legendary dominance in desert racing by being the victors bike at the Baja 1000 from 1988 through 1996.

The KX was stopped in 2004, the new 2018 specifications will be available soon!


Moto Guzzi’s magnificent Le Mans is a firm favorite with European custom builders, but we don’t see many V1000s. So this G5 five-speeder from France is a real treat.

It’s the work of Manuel and Yann of Sur Les Chapeaux De Roues, and it’s the color that grabbed us first—a pale minty green, much like the signature ‘Celeste’ shade of Bianchi. It’s a perfect match for the sylphlike new bodywork, with little remaining of Mandello’s somewhat heavy-handed and plasticky original.

The 949cc G5 had plenty of grunt, with contemporary road tests putting the top speed at around 118 mph (190 kph). This one’s likely to be even perkier, because SLCDR have completely rebuilt the engine with OEM parts. They’ve also ditched the square-slide 30mm carbs for larger Dell’Orto PHM 40s.

The exhaust pipework is new too, hooked up to mufflers from MotoGP suppliers SC-Project. And there’s a high performance Dynatek Dyna III electronic system, to send a more powerful (and accurate) spark to the plugs. It’s hooked up to a complete new wiring loom, with juice supplied by an Antigravity battery. Electrical accessories include Motogadget blinkers and a Koso speedo.

So far, so good. But riding conditions are a little more demanding than they were when this V1000 left the factory in the 1970s, so Manuel and Yann have given the suspension a substantial upgrade.

They’ve installed a set of 43mm Öhlins forks, clamped onto Yamaha YZF-R6 triples, and an equally supple Öhlins shock out back. Beringer have supplied the front master cylinder, front brake caliper and disc—with the new setup attached to the original V1000 G5 front wheel via a custom adaptor plate and a new axle and spacers.

For the rear, there’s a new Nissin master cylinder plumbed up to the original rear brake caliper. The tires are Avon’s Roadrider AM26 pattern, a sticky-but-vintage pattern popular with Historic Grand Prix racers.

Manuel and Yann have crafted all the bodywork themselves in their Finistère, Brittany workshop, using steel for the fuel tank but aluminum for the fairing and seat/tail unit. (“It took a lot of work to make this, and finesse a good line,” Manuel tells us.) The leather upholstery is one of the very few pieces they outsourced to a specialist.

And the paint? “We wanted old Italian style paint, like Moto Bianchi,” says Manuel. So they mixed up the shade themselves. The famous ‘Celeste’ green has varied over the decades, from an intense minty green to a washed out Cerulean blue, but this pale turquoise variant suits the Guzzi to a tee.

It’s as tasty as a gelato al pistacchio on a hot summer’s day.


Can you picture yourself cruising the boulevard on this amazing and custom 1961 Harley-Davidson XLCH Sportster? Well, dreams can become a reality because the VVMC (Venice Vintage Motorcycle Club) out of Venice Beach, California is raffling off this bike at their 9th Annual VVMC Rally on Saturday, September 17th.

The Custom 1961 Harley-Davidson XLCH Sportster is dubbed the White Lightning. It has been fully restored and features a few of custom bits.

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The air-cooled Triumph Bonneville is one of the best donor bikes you can get. They’re widely available, there’s no shortage of custom inspiration, and you can blow your budget many times over on quality aftermarket parts.

But you know what can’t be learnt or bought? Good taste. It’s the difference between an overcooked dog’s dinner and a classy upgrade, and it’s a hallmark of FCR Original’s work.


The Indian motorcycle has long been a favorite among bike enthusiasts and in this video we check out a full review of a classic Vintage Indian Chief.

Equipped with a marvelous fuel injected forty nine degree twin thunder-stroke engine this bike is meant to produce incredible power and has the style to turn heads while it does it.

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Each year, thousands of motorcycle fans descend on Birmingham, Alabama. They come from all over the world to race and showcase their bikes — some more than 100 years old. Triumph Bonnevilles, Indian Chiefs, Ducatis and Hondas — that’s just the start. Held on the grounds of the world’s largest motorcycle museum, the annual Barber Vintage Motorcycle Festival is more than a show — it’s a three-day weekend of racing, of trading bike knowledge, and cycle culture.

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In this video we join the YouTube channel ClymerManuals where they have found the gorgeous Suzuki GT750 Water Buffalo Kettle Vintage Motorcycle.The prototype Suzuki GT750 was shown at the 17th Tokyo Motor Show in October 1970 and launched in Japan in September 1971 as a sports tourer.

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Vintage BMW Motorcycle Collection
Eugene Garcin of Los Angeles gives us a tour of his collection of immaculately restored BMW motorcycles, including two equipped with sidecars.

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Super awesome Triumph 1959

The Bonneville T120 was Edward Turner\’s last production design at Triumph[2] (in retirement Turner designed the Triumph Bandit/BSA Fury which did not pass the prototype stage before BSA went under[3]).

The new motorcycle was conceived and developed so quickly that it was not included in the 1959 Triumph catalogue.[4] With a 649 cc (39.6 in3) parallel-twin (two-cylinder) engine the T120 was based on the Triumph Tiger T110 and was fitted with the Tiger\’s optional twin 1 3/16 in Amal monobloc carburettors as standard, along with that model\’s high-performance inlet camshaft.[1] Launched in 1959 by Triumph as \The Best Motorcycle in the World\, the Bonneville T120 was aimed mainly at the lucrative US market where enthusiasts were demanding extra performance.[5]

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Two decades on the Britten V1000 is still considered one of motorcycling’s most outstanding designs. But few know the inside story of how it was developed…

The New Zealand-built Britten V1000 shocked the motorcycle world in 1992 with its innovative design. And while it was only eligible to race in niche events, such as Battle of the Twins and BEARS events, it made a legend of its creator, John Britten.

As well as setting world land speed records in 1994, it was featured in the New York Guggenheim Museum’s ground-breaking The Art of the Motorcycle exhibition in 1998. Britten’s creation really was performance art.

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