2016 Triumph Street Twin Super Hooligan Dirt Tracker

 

THE STORY:

"So that's it, that's your advice?"

"Yeah breh, go fast turn left and count to three. If you still see the wall, get ready, cause your gonna hit it."

That was Jason's introduction to Flat track racing care of Rolando Sands on the way to Perris, with a Sprinter filled with Indian x RSD Super Hooligan scout racers. He and Leticia were headed out with Roland to meet up with the Suicide Machine Co. and some of the other local Hooligans from the SoCal Area to get their first crack at Flat track racing.

"It was my first time on a flat track and I was nervous as hell. Cameron, Roland's No. 1, offered me a rip on his CRF450 prior to taking one of the Indian's out and I was stoked he did... By the second lap, I was exhausted, but something in me just kept me pushing. I was immediately addicted. A Junky in training. Flat track, for me, was the first thing I'd experienced that truly silenced the world around me allowing me to finally, relax."

Having been bit and being one of Triumphs go-to guys, Jason was on the phone the following week and a Street Twin arrived shortly there after. Inspired by Super Hooligan rules, Jason and the crew wanted to build the bike in the vein of what would be raced. Stock bikes with rad mods.

Jason's goal? To build the first Street Twin Hooligan bike, and then offer a kit so anyone could convert their own into one and experience the same awesomeness he did the first time he flat tracked.

All with in-house designed bolt-on parts, fast forward to the completion of the bike, and what you see is essentially a stock bike that can be 100% competitive in a race scenario. That is unless you're Jason who managed to wad it up the first day out on the track with Johnny Lewis of Ten Training. Fortunately, we snagged these photos prior to the incident.

With any luck, others will see this build and be inspired to build their own Hooligan ST or dig into something else to get out to the track with and have some fun.

THE BUILD:

Starting at the single most important part of a flat tracker, the tires, we hopped on the phone with Cameron Brewer at Roland Sands Design and made a determination on the optimal size wheels to fit the Dunlop DT3's we wanted to run. The only option was to get on the line with Dubya Wheels because no one had done spokes yet on the Street Twins. Which posed another problem...what to do about hubs? With another quick call, a magic box from the UK arrived with two hubs we'd never seen from Triumph before. They were protos of hubs they were going to use on the wire wheel package. Score!

We ended up going with Sun aluminum rims with 6 gauge spokes and swaged nipples. The result was a rad combination that made for a durable wheel setup given Jason was going to be beating this thing to ground almost regularly.

Once the wheels and tires were on we could draw a visual on the stance. Which led us to suspension. We got on the line with Fox and after a little back and forth were able to find a suitable pair of aluminum body race shocks from their line-up that worked perfectly. Will machined these great little aluminum caps that doubled as spacers for the HEIM joints.

For controls, the team opted to go with the OE Triumph units with a set of adjustable levers and Oury grips. The bars are Renthal Fatbars that were widened by 1.5" to give a more traditional flat-track stance. The factory clutch cable turned out to be long enough with some re-routing, but the brake line, not so much. At that point, a decision was made to completely gut the ABS physically. It was already going to be disabled, but at this point, why not?

All new lines were made with Goodridge products from Dime City Cycles and after a discussion with EBC, were mated up to a set of custom stainless floating rotors and high-performance pads. (Given this bike will still be ridden on the street, the front brake was key to keep in-tact, as well as upgrade.) And to finish off the bars and provide some additional safety, a set of Delrin bar ends were machined in-house and installed as was everything loomed with DEI wire-loom.

Moving to the engine, it was left completely stock. After much deliberation, it was agreed up on by the crew that it was more than powerful enough for its purpose. So then began the process of designing all the key components to modify it and clean up the overall bike. As for little details, the brake peg was modified to support a standard rubber foot-peg as opposed to the aluminum one and on the left side, the shifting was changed to GP shift moving the rear peg up and back a few inches.

With the air-box removal kit installed the solution for an air-intake was to plum a single intake to the right-side and plumb it right through the side cover. There is no doubt that with the air-intake and wide open exhaust, that it isn't a performer. But how was its desire to rip side ways and suck fuel going to be addressed? No one had tuned one of these as they were just released and the ECU was locked. "Ring ring... Yeah, Triumph....." What happened next we're not at liberty to say, but take our word for it, this engine has a TON more power than it ships with.

And that brings us to the exhaust, which was started with a pair of flanges and a bracket for the Vance & Hines mufflers that Cody drew in AutoCAD and laser cut out of stainless steel. After the exhaust system was roughed into place the mufflers were shortened and welded to the goods Cone Engineering provided us. A resonation chamber was added as was angling the cone inward to keep the exhaust as tight to the frame as possible.

Case guards were designed and laser cut by Cody with hand-machined Delrin sliders (thanks Big Will!) to ensure the safety of the air over water-cooled motor in the event of a spill. Then a two-piece laser cut battery and air-box eliminator kit was designed and installed. It tucks all the electronics up and out of the way with an integrated LED taillight. The battery is swapped for a Shorai Li-Iron unit that packs plenty of punch and none of the weight. And all that really requires much work, is soldering and extending some wires. 

As for the seat, Marlow of Rusted Jalopy hand-shaped it from a single piece of sheet metal. And didn't use a hammer. Not even once. The seat was done, by none other than Ginger from Newchurch Moto and the laser cut flange at the front, by Cody of course, allows the unit to function like a stock seat that's released with the key, but also hinges forward and rests on the tank. Perfect for track-side repairs and maintenance.

THE DETAILS:

Base Bike - 2016 Triumph Street Twin

Engine - Water-cooled 900cc HT (High-torque)

Bodywork - Triumph OE x Hand-made Sheetmetal by Rusted Jalopy

Frame & Swingarm - Triumph OE frame & swing-arm w/ SMC Frame Sliders & Case Guards

Seat - SMC x Newchurch Moto Custom Seat Pan & Cushion

Electronics - Triumph OE w/ SMC Battery box delete kit & Shorai Li-Iron battery w/ DEI Wire-loom

Handle Bars & Controls - Triumph OE x Renthal Fat Bars w/ Risers & Oury Grips

Foot Controls - Triumph OE x SMC GP Shift Conversion

Exhaust - SMC x Cone Engineering 2-into-2 Performance Flat Track Exhaust w/ Vance & Hines AMA Pro Mufflers

Intake - SMC Intake Plenum & Air-box Removal Kit w/ K&N Hi-flow Air-filter

Wheels & Tires - Custom Sun Wheels, Spokes & Nipples by Dubya WheelsDunlop DT3 Flat Track Tires

Brakes - SMC x EBC Custom floating rotors (Front removed for Super Hooligan Racing) w/ Goodridge Shadow Custom Lines

Suspension - SMC Custom Front & Fox Racing Rear

Triumph OE Accessories - Front Axle Protectors, Skid Plate, Slotted Chain Cover, Left & Right Side Engine Inspection Covers, Aluminum Head-bolt Covers, Adjustable Clutch & Brake Levers

Paintwork - Moe Colors

Coatings - ProFab Customs


2006 HARLEY DAVIDSON DYNA SUPER GLIDE

PHOTOS x YVE ASSAD

THE STORY:

Like all the projects Jason completes, this one began with a friendship forged in the frigid air of the North West. Jason and Cale, along with the Iron & Air crew made the decision (after 5 other people had backed out) to ride a team of Ural's and Triumph's from the One Show, in Portland, ME to Los Angeles. In the middle of Winter.

Why? Because why not..

Over a long period on the road Cale and Jason built a friendship that immediately transcended motorcycles. Two people who rarely see one another, but can pickup exactly where they left off when they do is how Jason would describe their relationship. That and that they've both helped and watch one another push forward in critical times in their lives.

Cale is also the founder of the Black Birds, a Gentlemens riding club based in Nashville, TN. Most of is other constitutes ride Harley's and when it was time for Cale to pickup a new bike that would support him in his endeavors cross country, a Dyna seemed to be the obvious choice.

And in true collaborative fashion, Cale drove down from Nashville with the bike in back of his Chevy and preceded to spend a week with Jason tearing it to pieces, going over design elements and actually working on some of the project together. Not the way some builders would choose to work with their clients, but Jason believes a personal connection with both the client and the bike together will allow a more understated and pure product.

THE BUILD:

The biggest undertaking on this build was the overall visual. The customer, Cale Glendening, is an accomplished film maker that produces with a very clean, precise and unique aesthetic. His person and day to day life exude the same. Drawing his inspiration largely from Japanese style Harley's, he liked the lines and overall appeal, however, he wanted something that looked clean and new.

Starting with the bike on the lift Jason and his crew tore it down to nothing in a matter of hours. The engine was removed, hung and painted with military arms grade flat black paint and reinstalled in the frame. Then starting at the front, the wheel was removed, coated gloss black and laced with new stainless steel heavy gauge spokes then fitting with an Avon Speed Master tire. The forks were removed, lowers coated gloss black, new Progressive internals fitted with Speed Merchant Pre-load adjusters. The triple trees along with virtually every other part on the bike was taken off and coated to match either the flat or gloss finished.

A custom narrow primary was installed with modified custom OE controls to keep the look clean & OE, yet still custom. The rear frame rails were removed from the bike, machined, moved inward and re-grafted to the frame. In addition the stock rear fender was split and narrowed to match. The result being a factory yet extremely narrowed rear end. The rear OE was turned into a hose hanger and traded in favor of new 17" steel wheel w/ stainless spokes so a larger 17" vintage Coker tire could be used.

To complete the look a custom aluminum fuel tank with inboard EFI pump was hand-made by Junior Burrell to match the hand-made seat pan and cover completing the narrow lines required by the project. And finishing the bike off from a control perspective, it sports OE controls w/ Biltwell grips and bars and a low mounted MotoGadget speedo unit.

Over-all the bike is not a wild custom, but it's exactly what Cale wanted and Jason was happy to oblige. Like all his bikes, it echo's what would be a factory custom if an option was available.

THE DETAILS:

Base Bike - 2006 Harley Davidson Dyna Super Glide

Engine - Stock, Coated Black

Transmission - 2" Custom Narrow Open Primary

Bodywork - Custom Aluminum Tank, Narrowed Rear Fender & Frame, Custom Seat

Frame & Swingarm - HD OE

Electronics - HD OE w/ MotoGadget Micro Speed, Biltwell Rear Taillight Assembly

Bars, Hand and Foot Controls - HD OE w/ Biltwell Grips & Footpegs, Biltwell High-drag Bars

Exhaust - Custom 2-into-2 w/ Interior Baffles, Cone Engineering Tubing & Components

Intake - Custom Velocity Stack

Wheels & Tires - Front, Stock Coated Black w/ Stainless Spokes & Avon Speed Master Tire | Rear, 17 Steel Coated Black w/ Stainless Spokes & Coker Vintage Tire

Brakes - Harley Davidson OE w/ Upgraded EBC Pads & Retro Solid Rotor

Suspension - Progressive Front & Rear w/ Speed Merchant Pre-load Adjusters

Paint - Kevin Bates

Coating - ProFab Customs


2016 TRIUMPH STREET TWIN SCRAMBLER

PHOTOS x GRAIN & GLASS CO.

THE STORY:

In love with the Street Twin after riding it a few times Jason says, “It truly feels like a vintage bike with a modern power-plant. It’s small and flickable like a 60’s Bonneville and has just as much panache to back it up.” So when given one of the first cracks at not only putting your own spin on one, but testing and using all of Triumphs new OE accessories as part of the build, he was beyond stoked to say the least!

After the build-off at Wyotech with the Iron Lilies, (Video Re-cap here) Triumph asked Jason to take the Street Twin in it’s Scrambler form and make some further while emphasizing all the new OE accessories available. Not a full-on custom, and not the purpose of the build exercise, it still definitely standard apart from a stock variant. The areas of improvement were focused on simple things to make the bike more capable and functional.

THE BUILD:

Because this build would be filed under the Scrambler genre and realizing the likely-hood of someone taking a brand new motorcycle into the woods (not him of course!) would be slim, Jason wanted to build a highly capable “Street Scrambler”.

A bike that could that can get it’s rider in and around town quickly and efficiently while still being capable of soaking up highway speeds. In addition to all the Triump OE accessories used on the build, the biggest and main components to improve upon the bikes capability and functionality were the suspension upgrades from Progressive, the steering damper kit and rear luggage rack system. And of course, the Pirelli MT60 on x off-road tires.

14” rear piggy-back shocks were fitted to the rear to give the bike more ground clearance and suspension travel. For hoping curbs of course… Up front custom Progressive springs and pre-loading was configured to provide a bit stiffer ride to compliment the uprated rear. Jason’s had it airborne already and he’ll attest to it’s newly upgraded abilities.

The luggage rack system, designed in house at Standard Motorcycle Co., is a simple bolt-on unit that allows the rider to fit any bicycle messenger style bag to one side and strap a bed-roll, additional bag or other item on the right side on a small shelf high enough from the exhaust to avoid any issues.

The steering response on the Street Twin is definitely more swift that previous model Triumphs. While not too swift, Jason designed and fitted a custom steering damper kit that allows rider control in eight adjustable modes. The gain is most noticed on the highway at speed. The bike has virtually no drift with the damper installed and allows the rider to feel more planted to the tarmac.

The defining detail of the build though are the Triumph hubs and spoked wheels fitted with a set of Pirelli MT60's. Given most riders of the Street Twin won’t take it through heavy off-road terrain (though it would do just fine!) the MT60's are the perfect tire. Able to fit the stock mag wheels, they offer superior traction both on and off the pavement. And they look cool as hell too!

Over-all the Street Twin is one of Jason’s favorite builds. It’s a bike you can just hop on and go to the grocery store or ride for 500 miles. It’s a motorcycle in it’s purest form. Everything you need, nothing you don’t.

THE DETAILS:

Base Bike - 2016 Triumph Street Twin w/ Triumphs' OE Scrambler Inspiration Kit

Engine - Water-cooled 900cc HT (High-torque)

Bodywork - Triumph OE

Frame & Swingarm - Stock

Electronics - Triumph OE

Hand and foot controls - Triumph OE Custom Parts

Exhaust - Triumph OE Custom Vance & Hines Performance High-pipe Exhaust System

Wheels & Tires - Triumph OE Custom Spoked Wheels w/ Pirelli MT60 Scrambler Tires

Brakes - Triumph OE w/ Upgraded EBC Pads

Suspension - Progressive Front & 970 Rear

Triumph OE Accessories - Front Axle Protectors, Skid Plate, Off-road Grips, Slotted Chain Cover, V&H 2-into-1 High-pipe Exhaust, Left & Right Side Engine Inspection Covers, Aluminum Head-bolt Covers, Adjustable Clutch & Brake Levers, Aluminum Brake Master Cylinder Reservoir, Rubber Tank Kneepads and Rear Fender Delete LED Taillight Kit

Standard Moto Co. Upgrades - Steering Damper Kit, Rear Luggage Rack System, Modified Biltwell Moto Bars & 1” Risers & Bar-ends, Vintage Dirt-bike Style Mirror, ABS Delete w/ Custom Goodridge Brake Lines


2016 TRIUMPH THRUXTON 1200R

PHOTOS x ADAM FITZGERALD, IRON & AIR

THE STORY:

When the head of Triumphs' Global Marketing Team calls and says "We've got one Thruxton R set aside for our Global Launch party in the UK. What would you do with it?" You're answer is a simple one, "Improve it where needed and leave the rest of it alone."

THE BUILD:

More of a styling exercise in it's first phase, the Standard Motorcycle Co. Thruxton R build was a collaboration between Triumph's UK team and Jason. They wanted to echo the vintage aesthetic of the original Thruxton racer while taking advantage of all the modern advancement their new 1200cc water-cooled platform offered.

Using every piece available from the custom line of Triumphs new parts and a few other small tweaks Jason worked with the Triumph design team to execute the build on the bike from across the pond. Launched in London the bike was well received and is currently undergoing the second phase of the build, a complete tear down and custom re-build.

In it's finished trim it will sport hand-made bodywork and components and a host of other upgrades cooked up by Jason and Triumph Skunkworks team.

THE DETAILS:

Base Bike - 2016 Triumph Thruxton 1200R

Engine - Water-cooled 1200cc HC (high-compression)

Bodywork - Triumph OE Custom Parts

Frame & Swingarm - Stock

Electronics - Triumph OE Custom LED Signals

Hand and foot controls - Triumph OE Custom Parts

Exhaust - Triumph OE Custom Vance & Hines Performance Exhaust System

Wheels & Tires - Triumph OE Custom Spoked Wheels w/ Continental Tires

Brakes - Brembo

Suspension - Ohlins Front & Rear


2015 URAL GEAR-UP

PHOTOS x DANIELA MARIA

THE STORY:

What do you get when you shake up two Urals, a ton of one-off custom parts, and a truncated time table? A headache. Or as Brett Houle, Founder & Publisher of Iron & Air Magazine defines it, "an opportunity to push yourself."

The plan was simple equip two Urals (a CT and a 2WD) with all the gear the guys would need to embark upon a 10,000-mile journey taking them far enough west to taste the salt in the air and back again.

The Ural is fairly unstoppable out of the crate, so we didn't need to do anything drastic to them. They're like little tractors. (And need to be treated as such, I'll add.) They're not hot-rods. They shift clunky, and they walk-the-line. So as long you respect though, they'll take you virtually anywhere you (or your buddies) want or need to go.

THE BUILDS:

With one Ural in their possession, Jason and right-hand man William Benedict, went to town equipping it with everything it would need for the the I&A boys Westbound Journey. The first are to address was cargo. They'd be carrying gear for three guys to get them through three months on the road, spare parts for the Urals and large supply of Maple Bacon Donuts.

Multiple custom racks were built and located in and on the Urals in strategic places allowing for the securing of everything from the NEMO Camping Gear to the Goal-Zero solar power system. Dry bags were strapped down, Jerry-cans lashed into place and the side cars packed to the brim.

Next came creature comforts. In an effort to help with stability and rider control the stock bars were ditched for a set of Biltwell Moto bars and grips. The difference was drastic. A more commanding position made for a much more comfortable ride on the dueling tractors. From there custom seats were upholstered with diamond stitching (rugged can be stylish too!) and softer padding to save the guys asses over the 10,000 mile journey.

From there the next area to address was performance. The Urals can go the distance, but we wanted to make sure they could breath a little better (and had a little more manly exhaust note!) We enlisted the direction, a slew of exhaust tubing and some purpose built retro mufflers from Cone Engineering and built 2-into-1 exhaust systems for both Urals. The result was not only a pleasure to hear, we were able to get them over 75mph with the custom fuel map Ural made for us.

In addition, we added extra lights, power inverters and of course, coffee holders for the side-cars and drain plugs to the rear trunks so the melting ice from impromptu beer runs would drain out efficiently.

THE DETAILS:

Base Bikes - 2015 Ural Gear-up 2WD and Street

Engine - Stock

Bodywork - Stock w/ custom rack and storage systems, light guards and skid plates

Frame & Swingarm - Stock

Electronics - High-out power inverters, Goal-Zero solar charging system and auxiliary lighting

Hand and foot controls - Biltwell Moto bars & grips with stock Ural hand and foot controls

Exhaust - Hand-made stainless steel (provided by Cone Engineering) 2-into-1

Wheels & Tires - Stock

Brakes - Stock

Suspension - Stock

Powder-coating by ProFab Customs


2014 TRIUMPH THRUXTON 900CR

PHOTOS x CLARK GRIFFITHS

THE STORY:

It's not often that a bike builder gets a call where the voice on the other end essentially says:

"I want a brand new Thruxton, and I want you to build however you want and here's my budget. The only request I have is that it have some red in the color scheme."

After picking up his recently dropped jaw from the floor, a few more email and phone call exchanges the deal was done and the bike ready for pickup. Jason fired up his Chevy Silverado and headed over to St. Pete Power Sports where a shiny new Triumph Thruxton 900 was waiting patiently in the showroom for pickup.

"Paid for in full. Do not touch." was written on the tag.

He touched it of course...rolling it right out of the showroom into the back of his pickup and directly out and into the garage. It hadn't even been fired yet. The battery was still sealed, it was, for all intents and purposes, virgin British Iron.

Perfect.

THE BUILD:

The client, while a long time rider is not one who appreciates a leaky motorcycle or something that has to be fiddled with. Simply put, he wanted to be able to get on the thing, flip the switch and RIDE.

Perfect.

The modern Triumph was stripped down to essentially nothing. Then put back together with the best products available from the Dime City CR line (Designed by Jason), British CustomsThe Speed Merchant, and Progressive Suspension. Jason even found room for a little love for his boys at Biltwell

Given this was a modern bike that the owner didn't want cut or hacked up the custom emphasis would be left for the exhaust system, small details i.e. finished and coatings and the paint work.

The exhaust system is completely hand-built with the stainless tubing from Cone Engineering and a muffler saved from a (Harley Davidson) from Roland Sands. Made specifically for HD's and rarely used (only by Roland) on Triumphs, the collector setup and 2-into-1 took some definite work to make. The physical size differential had to look proportional to the rest of the system and the Triumph twin engine. After TIG welding and finishing with hours of hand-sanding and scotch-brighting the end result is performance based (ECU mapped to compliment) one-off race style exhaust with the fit an finish of a factory RSD system, no thanks to that stunning muffler.

The result is a modern classic possessing timeless Cafe Racer aesthetic that the owner can start, ride and enjoy for days to come.

THE DETAILS:

Base Bike - 2014 Triumph Thruxton 900

Engine - Stock w/ Finned Side-covers by The Speed Merchant

Bodywork - Factory Fuel tank, Seat & Cowl with modified Side-covers

Frame & Swingarm - Stock

Electronics - Stripped down wiring harness, Virtually every British Customs part available, Custom gauge cluster with mini Tachometer and LED indicator lights, British style headlight bucket with Jewel lens, Biltwell EFI faux-carb tops, TwinPower UK Dyno Tune

Hand and foot controls - Factory Triumph controls with custom adjustable GP levers, Speed Bars, Factory grips, Halycon bar-end mirrors, Rear-set kit

Exhaust - Hand-made stainless steel (provided by Cone Engineering) with one-off Roland Sands Design muffler

Wheels & Tires - Factory Wheels, Continental Conti-Attack2 Tires

Brakes - Factory rotors with upgraded EBC pads

Suspension - Progressive 412 rear dampers, Progressive front springs with pre-load adjusters

Paint by Kevin Bates

Powder-coating by ProFab Customs

Almost all the parts used for the build were sourced from Dime City Cycles.


1974 HONDA CL450 DESERT SLED

PHOTOS x MATTHEW JONES

THE STORY:

Always having a penchant for vintage desert racing and a fan of On Any Sunday, Jason decided that he wanted to build a sled that could hang with Triumph's and BSA currently running in the Hell on Wheels Race. His good friend and pal Brett Houle (I&A Magazine Founder) just somehow had to be convinced to go pickup the CL450 Jason had just found on Craiglist.

Fast forward 8 months after the bike showed up and Jason and fellow fabricator William Benedict, finally tore into it building the bike from the ground up in only two weeks.

A large emphasis was put on asethetic of the bike, it had to be legit, but even more was put into the setup of the bike. They did their best to keep the parts period knowing that the Gods of Speed were watching ticking the boxes...

"There's a certain style a Desert Sled has." Says Jason. "It's got the be stripped down and bare, everything has to go to make room for the extra essentials you need like your tools, a tow rope and a flask of Whiskey."

THE BUILD:

The frame was modified to accept a rear loop where one of Kim Boyles hand-made taillights was frenched into the tubing with a hand-made aluminum fender sliding through it supporting the replica Bates seat they worked up in house.

Extra weight is put on fast with these bikes so the skid-plate and as many other items were hand-fabbed out of aluminum with the help of Frankie Bowman, a good friend of Jason and Will's. The goal was to take a Benelli tank and replicate it making it a bit bigger (fuel capacity = race wins on sleds.) From there the side panels were hand hammered with vents to aid the K&Nfilters ensuring they were taking in as much air as possible.

The foot controls were custom built to bring the riders feet up a tad more and the addition of Moto-X style foot pegs help with keeping your Redwings planted while ripping a wheelie or getting 4 feet in the air.

At the front and rear sit Excel shouldered aluminum rims laced up with new stainless spokes from Buchannan's to the original Honda CL hubs. The rear swing-arm was modified too in order to accept a set ofProgressive Suspension 970's to keep things planted in the right place on the dirt. Up front? Custom pre-load adjusters and Progressive springs set inside of CB750 DOHC forks (give the bike a 2" lift up front to match the 15.5" shocks) And the forkbrace, a one-off piece utilizing the missing dual front rotor mounting points. To say she's rigid up front is an understatement.

The bars are hand-made in house with the gauge coming from Dime City Cycles(along with basically everything else on the bike that wasn't made by hand) the controls are Tomaselli re-pops with Oury dirt grips to keep your hands stuck to the bars.

THE DETAILS:

Base Bike - 1973 Honda CL450

Engine - Bored to 505cc, Megacycle Cams, portmatched intakes, backcut transmission gears, full engine rebuild

Bodywork - Hand-made aluminum in collaboration with Frankie Bowman, Hand-made Bates replica seat

Frame & Swingarm - Modified stock w/ HEIM joint stays for braking system

Electronics - New custom harness, Kim Boyle rear taillight, Anti-gravity battery, Dyna coils, Ricks Electric H/O stator, regulator rectifier, standard key style ignition, 2.5" mini electronic tach, Bates style 5" triple tree mounted headlight

Hand and foot controls - Tomaselli replica controls with Motion Pro cables. Oury grips and DCC bar-ends, hand-made moto-X style foot pegs, mounts and shifter

Exhaust - Hand-made stainless steel (provided by Cone Engineering) with custom inboard baffles and DEI header wrap

Wheels & Tires - Excel shouldered aluminum front and rear with Continental KTC80 tires

Brakes - Standard CL drum brakes match fitted with EBC sintered shoes

Suspension - Progressive 970 rear dampers, Progressive front springs with hand-mad pre-load adjusters

Almost all the parts used for the build were sourced from Dime City Cycles.


2013 TRIUMPH SCRAMBLER

PHOTOS x MATTHEW JONES

THE STORY:

"I always loved the outdoors. Camping, hiking you name it. I wanted to build a bike that could take me (or it's owner) to those remote destinations that you couldn't get to with a vehicle. You know, the ones that leave a mark on your soul. I also wanted something I could rip around like a big dirt bike..."

The Flying Tiger, is just that.

Jason took a 2013 Triumph Scrambler and essentially built two bikes in one. By employing the use of the hand-made luggage rack systems you can head out for days (Jason has) being completely self sufficient. Clothing, camping gear, tools, it all fits.

The best part though? When you get to where you're going you can setup camp, strip the bike down and rip on the throttle like it's a big dirt bike. Which can be seen being demonstrated by Jason with the big British dirt-slinger 5' in the air, doing wheelies and banking berms at 45mph.

"I wanted something smaller than a GS or even a Tiger, they're both awesome bikes, don't get me wrong. I live that lifestyle of exploration and travel, I just didn't want a 900lb bike and the technicolor gear to go along with it. The Scrambler was the perfect platform for me to build what I believe is one of the most well-rounded motorcycles I've seen to date. It's a Retro Adventure bike, I guess."

THE BUILD:

With any adventure bike one of the most important aspects is the suspension. Too stiff and it'll break your back, too soft and you won't be able to carry your gear, or worse, be unstable. With the Flying Tiger Jason knew there was only one solution.

Built originally for Harley Sportsters Jason knew the Burly Brand Stilleto shocks with a modified lower swing-arm mount would give him the luxury of a tunable dual rate spring with a large enough amount of travel to host tough terrain and big jumps. Because after-all, don't we all just wanna jump our big wheels?

Once the suspension was sorted the tires were chosen (no brainer!) and a set of extremely rugged Continental TKC80's were chosen for maximum grip. Oddly enough and to Jason's surprise though, he could still take it over 100MPH with virtually no excess vibration. And as for those who say you can't corner on the street or knobby's are un-safe? We recommend attempting to follow Jason, the places he puts the Flying Tiger rectify that argument quite quickly.

The next phase of the build was around outfitting the bike for adventure. When Jason's co-collaborator and friend William Benedict heard what Jason wanted to do he knew immediately that Brooks England had the products they needed. 

They fabricated a rear luggage rack system that supports two Brooks (or any other) saddle bags, two external fuel bottles for long-range rides and a rear rack suited for strapping a duffle too. Up front, they also paid homage to the vintage Triumphs and installed a tank rack which works perfectly with the ICON 1000 leather navigator.

For performance the bike was fitted with a TwinPower UK Tune, air-box eliminator kit with EFI bodies now sporting K&N filters and a custom 2-into-1 exhaust built with pieces and a retro muffler from Cone Engineering.

To complete the retro look hand-made MX bars we're built using 1" tubing to help with vibration dampening and strength if the bike hit the ground. In addition, a set of aluminum fenders were installed along with a close loop rear sub-frame which incorporates the LED Lucas replica taillight. Why full length fenders you might ask?

"Because I intend this bike to be ridden hard and fast in the mud and sand. Bikes with no fenders might look cool, but they don't function. In my opinion, if form doesn't meet function - you might as well just get the func-tion out of my way..."

THE DETAILS:

Base Bike - 2013 Triumph Scrambler 900

Engine - Stock w/ TwinPower UK Dyno tune and fuel map

Bodywork - Modified stock fuel tank with luggage rack, custom 1-1/2" up wax cotton canvas seat, rear luggage rack, front and rear retro aluminum fenders, hand-made dual sided luggage system that accepts Brooks or other style saddle bags

Frame & Swingarm - Modified stock w/ in-board oil circulation, relocated rear lower shock mounts, DCC steering damper

Electronics - Stock speedometer w/ DCC lowered gauge cup, LED indicators and headlight ears

Hand and foot controls - Hand-made 1" Moto-X bars w/ risers, stock controls with Oury grips, DCC adjustable shorty MX levers and discrete brake fluid reservoir, hand-made "drop mirror."

Exhaust - Hand-made stainless steel 2-into-1 header with Cone Engineering quiet-core retro muffler, DEI titanium header wrap

Wheels & Tires - Stock wheels powder-coated flat black with stainless steel Buchannans spokes and Continental TKC80 off-road tires

Brakes - EBC rotors and pads, front and rear

Suspension - Burly Brand long-travel rear dampers, Progressive front springs (Bonneville T100 lowers) with Thruxton pre-load adjusters

Almost all the parts used for the build were sourced from Dime City Cycles.


2013 TRIUMPH BONNEVILLE "FEATHERBED" CAFE RACER (DIME CITY CYCLES)

PHOTOS x THE BIKE SHED


2005 TRIUMPH BONNEVILLE "THE DISTINGUISHED BONNIE"

PHOTOS x ERIC RUNYON & CHAD MARTEL


2014 TRIUMPH BONNEVILLE T100 (DIME CITY CYCLES)

PHOTOS x ERIC RUNYON


2013 TRIUMPH BONNEVILLE T100 (DIME CITY CYCLES)

PHOTOS x MATT FRANCIS


1978 HONDA CB750K CAFE RACER (DIME CITY CYCLES)


 

1971 HONDA CB350 AHRMA RACE BIKE (DIME CITY CYCLES)

PHOTOS x ERIC RUNYON


1983 HONDA CB1100F (DIME CITY CYCLES)

PHOTOS x RAY GORDON


2011 TRIUMPH BONNEVILLE SE (DIME CITY CYCLES)

PHOTOS x ERIC RUNYON


1975 HONDA CB500F CAFE RACER (DIME CITY CYCLES)

PHOTOS x ERIC RUNYON


1968 HONDA CB450 CAFE RACER (DIME CITY CYCLES)

PHOTOS x ERIC RUNYON