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It’s a well-known fact that 1970s drag racing was pretty much the coolest thing that has ever graced God’s earth. And Blind Freddy could tell you that the French are as cool as all hell. And what about the Honda Dax? That thing’s cooler than James Brown doing shots of liquid nitrogen. So what happens when you combine all three? You get coolness levels approaching that of Absolute Zero. Just ask French bike builders Duke Motorcycles; after getting their hands dirty on this little Honda Dax drag bike build, they’ve probably got a case of terminal frostbite.

“My name is Lionel,” says Monsieur Duke, the shop’s owner. “I’ve been a car and motorbike mechanic for over 20 years. I’m passionate about all kinds of motorbikes, but  particularly custom bikes. Then four years ago, I set up my workshop to pursue my passion and cater especially for cafe racers, scramblers, brats and bobbers”.

The Duke workshop is situated in Tourettes sur Loup, a small village next to Nice in the South of France. By all reports the shop itself is quite basic. As Lionel explains, “It’s to keep the spirit of the cafe racer in all of my work”.

“For this project, the client wanted the Dax to keep some essence of the design’s original spirit but be much more muscular, so I decided to do it as a ’70s-style drag bike”. Sure that seems simple enough, but as we all know, drag bike need a wider tyre – and wide tyres is something the Dax was never designed for. “To get the rear end the way I wanted it, I had to completely cut it up and then rebuild everything bigger and wider”. That includes a full custom swingarm, too.

And that wasn’t all that was chopped. The entirety of the bike’s frame was made wider to accommodate a bigger, better 5.5 litre tank and the fresh 190cc, 30 hp Daytona 4-valve donk designed for competitive dirt bike racing. Fun fact: that’s a 600% increase on the factory bike’s original 5 hp. Hot diggity.

“With such an increase, it was necessary to upgrade the brakes. We decided to adapt some Ducati Brembos and made all the required fixtures in aluminium. We then made and aluminium intake manifold for the new Yoshimura 28 carburettor”. The rear shock was also taken for a Ducati – a 900 SS in fact.

Continuing the shape shifting, the bike’s seat has been reduced in height and length while also managing to keep the original appearance and has been recovered in premium Alcantara by a local saddlery. “Then I realised that a metal flake paint job would really take things to the next level, so I decided on a gold with some red airbrushed gradations on a base of cream to give it a cool, retro style. This was topped off with classic brush script lettering”.

Other cool delights on the Honda include a host of Motogadget goodies, including a speedo and fob locker, some Falcon Vee Rubber tires, Enkei rims, a set of USV Racing forks and a Kepspeed exhaust system.

“For the Honda’s photos, we decided to do a night shoot in the centre of Nice,” says Lionel in closing. “I think the shots really show off the bike’s best parts. For me, that’s the rear end and the fact that it’s pure and finessed while also having a lot of physical presence. This was my core intention; this is the image I had in my head from the start”. Goal achieved, we think. And then some.

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THE FACTORY BONNEVILLE BOBBER has been a staggering success. In the first month of its launch, it became the fastest-selling motorcycle in the 115-year history of the marque.

But there’s more than one way to bob a Triumph. This compact, chunky machine comes from BAAK Motocyclettes of Lyon in France, and it’s based on the current model Bonneville T120 Black.

So why design a new Bonneville bobber when Triumph already sells one? According to BAAK’s marketing guy Julien Demaugé-Bost, they wanted to approach a bobber buildfrom a different direction—and show what could be done with the T120 Black.

“The Triumph Bobber already has a strong personality,” he points out, “so we decided not to use that base.”

Baak wowed us a year ago with their immaculate Bonneville sidecar conversion, which was chock-a-block with fine detailing and engineering. And this new build matches those high standards.

“We wanted to make the bike look as simple as possible, true to the bobber ethos,” says Julien. “Bobbers usually match an image of the ‘rebel rider.’ So we also did our best to avoid the stereotype, by reinterpreting the bobber in a ‘gentleman’s way’.”

BAAK’s five-strong crew—led by founder Rémi Reguin—started the same way they always do: with the wheels and tires. The T120 leaves the factory with an 18-inch front rim and a 17-inch at the back, but now rolls on matching 16-inch aluminum rims laced to the stock hubs.

The tires are a Continental pattern that we don’t often see: the K112, which has a 70s-style tread matched to a modern-day rubber compound.

The next big step was to make the bike look more compact, by building a shorter seat. It’s similar to an existing BAAK unit designed for the previous version of the Bonneville, and sits on a new aluminum subframe.

The custom seat pan is made from high-density polyethylene—the same material used for hard hats—and the foam is covered with leather in a classic rib pattern. It shortens the tail by just over five inches (14 cm).

The bike is sits almost an inch lower than stock, thanks to new machined aluminum triple trees and shorter shock absorbers created in collaboration with Shock Factory.

To protect the engine, BAAK have installed an aluminum sump guard that sits between the stainless steel header pipes of their own proprietary bobber-style exhaust. The sound, we’re told, is “deep and strong.”

BAAK’s own wide and cross-braced ‘bars promote comfortable, upright ergonomics, with the rider sitting close to the tank. “You still can share the bike with a pillion, despite the reduced seat length,” says Julien. “And the torque of the engine is your best ally during duo rides!”

With a solid 105 Nm on tap, the T120 parallel twin has ample grunt for two-up touring around tree-lined country lanes. (Aside from the exhaust system, the only drivetrain changes are pancake-style air filters, to visually lighten the back end.) And BAAK’s bobber is usefully lighter than the 490-pound avoirdupois of the showroom bike too.

Many parts have been relocated to increase the vintage vibe, like the turn signals, the regulator, the ignition control, and the mirror that sits low by the left-hand grip.

“The timeless result we were trying to create meant we had to mess with the complex electronic systems of the bike,” says Julien. “We did away with the stock speedometer and handlebar controls; the controls shown on this bike are 3D printed prototypes. They will be aluminum cast in the future.”

The master cylinder and clutch lever are by KustomTech, and there’s a tiny Motogadget speedo integrated into the Bates-style headlight bowl. It keeps almost all the features of the stock instrument—except the option for heated grips and engine modes.

“We’re currently working on a ‘Plug & Play’ solution, so anyone can use this part on a new Triumph motorcycle,” says Julien.

That’s the practical stuff covered. But it wouldn’t be a BAAK bike without beautiful detailing, and this T120 doesn’t disappoint. We especially love the use of leather—from the fork gaiters to the straps on the handlebars and headlight, and those handy side pouches under the seat.

“Most of the parts on the bobber will be available in our shop in the coming weeks,” says Julien. “You’ll then be able to buy a bolt-on kit to turn your own Bonneville T120 into a bobber.”

f you’re in Europe and you have the latest generation Bonneville in your garage, you’ve now got a good excuse for a trip to Paris: the BAAK bobber will be unveiled at the Midnight Garage Festival this weekend.

BAAK Motocyclettes | Facebook | Instagram

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Drawing from years of heritage, the 2018 Yamaha VMAX is as sporty and approachable as ever. With a starting price of only $17,999, this is a bike that riders both new and experienced can enjoy. The 1,679cc engine is shaft driven, with a 5-speed transmission. A seat height of 30.5″ and a wet weight of only 683 lbs. make this friendly cruiser an approachable choice. Whether it’s around town or cruising down the highway, you’ll be rolling in style. Compare the Yamaha VMAX to other motorcycles to see if this is the right bike for you!

Specifications

ENGINE

  • BORE (MM)90
  • COMPRESSION RATIO11.3:1
  • COOLINGLiquid
  • DISPLACEMENT IN CC1679
  • DISPLACEMENT IN CI102
  • ENGINE TYPEV4
  • STARTERElectric
  • STROKE66
  • VALVE CONFIGURATIONDOHC

TRANSMISSION

  • NUMER OF SPEEDS5
  • TRANSMISSION TYPEManual

TIRES

  • FRONT TIREBridgestone® 120/70 R18
  • REAR TIREBridgestone® 200/50 R18

BRAKES

  • FRONT BRAKE DIAMETER320
  • FRONT BRAKE TYPEDual Hydraulic Disc
  • REAR BRAKE DIAMETER11.7
  • REAR BRAKE TYPEHydraulic Disc

SUSPENSION & STEERING

  • AIR ADJUSTABLENo
  • FRONT SUSPENSION TYPETelescopic Fork
  • REAR ADJUSTABLE REBOUND DAMPINGYes
  • REAR ADJUSTABLE SHOCK / SPRING PRE-LOADYes
  • REAR SUSPENSION TYPETwin Sided Swing Arm
  • SEAT HEIGHT (IN)30.5

OTHER

  • FUEL CAPACITY (GAL)4
  • MANUFACTURER COUNTRYJapan
  • MANUFACTURER TYPECruiser
  • WET WEIGHT (LBS)683
  • WHEELBASE (IN)66.9

 

Kawasaki wants to add supercharge to the way you tour on a motorcycle as the Japanese two-wheeler brand has teased its new Supercharged Tourer that would make its global debut at the upcoming 2017 EICMA motorcycle show. Kawasaki has remained tight-lipped about any further details although the Company did mention that the supercharger technology will create even greater low to mid-range pulling power. Check out the teaser video below:

We have, time and again, seen various renders from Japanese magazines. One of the renders that fits the description of the upcoming motorcycle is the Ninja S2 which will reportedly be a middleweight model with a 600-650cc of displacement. Check out the render below:

Kawasaki stated :

Third iteration of Kawasaki’s unique supercharged family breaks cover. Until now the Kawasaki supercharged story has been almost entirely performance focused. For 2018 Kawasaki will unveil a brand new machine at the EICMA show on 7 November utilising balanced supercharger technology to create even greater low to mid-range pulling power.

While none of the exhilarating forced induction performance feeling is missing, this unique power feeling is now joined by superior fuel economy and an overall riding feeling directed towards the sport touring market. Supercharge your journey with the only manufacturer that can deliver such a machine –be prepared for Sport Touring to accelerate impressively and efficiently into its next exciting phase.

The motorcycle, as aforementioned, will be unveiled on November 7, 2017. We’ll keep you posted about all the latest updates as and when they arrive.

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When it was launched in 2004, the V-Strom 650 came with an upright and comfortable riding position, good street manners and a reasonable price. The small V-Strom managed to outsell its bigger brother – the V-Strom 1000 and never got out of production. Now it’s time for the third generation of the middleweight V-Strom. So we took it out for a ride to see how things have changed in these years.

Suzuki’s V-Twin engine is more refined than ever there’s a different look, a slimmer fairing and narrower fuel tank and some welcomed additions such as the traction control. But not everything has been changed. For example, the 2017 Suzuki V-Strom 650 has the same fork and brakes as the original.

We took it out for a ride in on every type of environment – from the city traffic to highway, to curvy roads and soft enduro. Here’s our video. You can watch it below.

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Suzuki India is planning big as senior officials are considering the country to be the global hub for their GSX-250R. The same is much awaited product among Indian buyers and one could possibly fall in love with its touring friendly engine as well as ergonomics.

But all this comes with a bitter condition that is not actually impossible but requires much more input from Suzuki than the present situation. Senior officials demand sales report that could ensure them of more than 1 million yearly sales by 2020. Going by the last report (August 2017), Suzuki Motorcycles India sold 47,745 units in one month.

Rounding off the figure and even counting good as well as bad days for Suzuki makes them good for almost good for 0.6 million in yearly sales. Taking this number to 1 million will take a lot of effort but still, 30 months of time is good enough to achieve this feat.

They were once selling half the number of units than present situation and expecting a million is not bad at all. Suzuki is even preparing a 150cc cruiser model for India, expected to add around 10,000 units of monthly sale and most probably being no one else than Suzuki GZ150. It actually carries a mind blowing cruiser design.

Apart from that, they hinted at a power scooter, most probably from Burgman series for the country. It can most probably carry 250cc engine and thus, could help Suzuki share the same with GSX-250R. The quarter liter Gixxer is powered by 248cc, twin cylinder engine producing 24.7 BHP at 8000 rpm and 23.3 Nm at 6500 rpm.

It weighs just 178 kg and thus, will keep riders happy at all times with power in everyday range. Suzuki will update its complete dealership network by an investment of around INR 1000 Crore. They currently have around 200 dealerships in India.

In an interview with Economic Times, Satoshi Uchida, MD, Suzuki Motorcycle India revealed the brand’s plans for the country. He said:

“Since we are a late entrant, we need to have a different approach. Our immediate focus is on the fast-growing scooter space and premium motorcycles. Our aim is to grab 10% share in the segments that we operate. Once we reach scale, then we may look at mass market. Our chairman wants us to achieve 1 million sales (per year, by 2020), but he says do it in a sustainable manner, we have to use both brake and accelerator.”

Key Specifications of Suzuki GSX-250R

Displacement 248 cc
Maximum Power 24.7 BHP @ 8000 rpm
Maximum Torque 23.3 NM @ 6500 rpm
No. of Cylinders 2
No. of Gears 6
Seat Height 780 mm
Kerb/Wet Weight 178 kg
Fuel Tank Capacity 15 litres

Know More About Suzuki GSX-250R

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