The Hundred Roadster from WAKAN

WAKAN has a special place for this blog as it was one of the very first posts, to be precise; it was the second post of the blog. Now after 200 odd posts, this is the second post on the firm from France that makes only a single bike, but what a bike!
Well, the first post was on the WAKAN 1640 and this is all about the Roadster Hundred. Basically it is the same bike but then it is not. The engine size and lot of specifications are same but this is almost a new bike. Joël Domergue is the man behind the movement of WAKAN. The Roadster is his creation as a tribute to American Muscle cars and particularly the Shelby's AC Cobra. The Roadster is powered by the American company S&S and its V-Twin engine displacing 100 cubic inches.
At the last EICMA, the bike received a very positive and enthusiastic reception. No doubt the bike looks fine in its naked styling and brawny looks. Fit and finish is high class and what adds to the bike’s overall look is the minimalist execution and of course you can make out that this bike has been hand-built. The huge massive S7S engine forms the heart of the bike and its appeal. Look at the monster exhaust. All finish in fine silver colour with the black left panel cover adding to the appeal. The very stylish tank and the overall curvy frame end with a nice minimal tail section. The handles are clip on and in between you find the fully digital console.

Take a look at the first picture. The bike with the single naked round headlamp and a small wind screen looks ready to pound or jump on you. WAKAN, means "spirit in ours" according to the Lakota Sioux language and is used as a sacred word. And that thing ‘spirit in ours’, is literally translates to ‘ours’ like in ‘our world’. You see, this is a ‘world’ product. I really don’t know what a ‘Andrews’ transmission is and particularly what a ‘Gates’ belt drive, but whatever it is, it sure looks nice! I am sure the Andrews and Gates thing are from U.S just like the S&S motor. Add to it, the the 41mm Keihin carburetor from Japan, then add the Italian components like the forged-aluminum Marchesini wheels and 46mm Ceriani inverted fork and everything gets together in France, so you se this is a world product. The TIG-welded chrome molybdenum steel-tube backbone supports the S7S motor and doubles up as an oil tank. Just like the 1640, the fuel tank is below the seat, molded to double as a sort of rear mudguard with the filler mounted on the tail section. Intake air enters through a supercharger muzzle a top the airbox disguised as a fuel tank, which feeds the carburetor. The wheels are forged aluminium Marchesinis and the meaty swingarm is made of aluminium alloy. The bike rides on 17-inch wheels, shod with 120/70 & 180/55 Michelin Pilot Power rubber at the front and rear respectively. If you have gone through the Wakan 1640 post, you will notice lots of similarities. The Roadster 100 is may be fitted with the same 1,640cc, 45-degree v-twin as all other Wakan machines, but power output has been increased from 115bhp to 120 bhp at a lesser rpm from 6,250rpm to 5750 rpm. Also the torque figures are more healthy at 165 Nm from the previous 156Nm at the same rpm figures of 4250. What this means is definitely more ‘usable’ power at even low rpm. The clutch is dry and the machine makes use of a dry sump. The bike weighs 177kg dry.

The engine has been balanced to in a manner to negate vibration and to help them are the bar end weights. For some critics, braking was in question last time around too just as it has been with the Roadster. You see this is a monster bike with a 1600 plus engine and 100 plus bhp of power. So why is Joel still providing a single disc on the front is not really well known. On the first series, Alan Cathcart said it was “OK” . Another thing was the lack of Fuel injection. It was missing then and although Joel mentions that there is a possibility of the Roadster getting a FI, at least for now, it will stay carb fed. Cathcart mentioned the first series of bikes performance is similar to the Buell Firebolt XB12R but a step up, so expect the Roadster to be several steps up in that front. Performance wise, the engine can hit out over 150mph or 140kmph, but the thing is that this is a roadster with no fairings, so it will be better that the rider for occasional spell only presses on the full throttle. Actually even knowing that your bike is capable of something like that does get you on a high, doesn’t it? Just for the information, the claimed top speed is 250kmph or 156 mph. And all this figures are on the lowest state of tune. So the good thing or better part is that there is more to extrude from the engine and also Wakan will provide a range of factory-fitted modifications including exhaust systems, including the necessary fuel-map and ignition-map adaptations that are available to suit the owner’s wishes.

Looking back, Joel Domergue has started out with Scorpa, a company working on trials motorcycles but he gave up his job (actually sold off Scorpa) to start WAKAN and started out with the 1640.
The bike comes in four colours, Black, White, Red and Silver, but Every Wakan Roadster can be personalized to the colour scheme preordered by the owner. It also comes with LeMans Legends white pearl and royal blue stripes. The targeted market is the U.S where Domergue figures to sell 75 percent of the limited-production Roadster. It is Euro 3 complaint but according to the website, it still has to get EPA/ DoT approval and as such the buyer from U.S would be responsible for the registration for on road purposes. As for the pricing, now that is something. The 1640 was costing $35,000 which was priced for the initial 15 bikes and was expected to get lower with more production. The Roadster is going to cost you dearly at $39,000 and whether there will be a subsequent fall in the price is not known. For a nicely styled machine with an S&S motor, the price does seem somewhat justified, but this is entering the Agusta and Ducati territory of high end bikes. Actually it is not entering, it is in that territory. Look back at the motorcycle with all the components and high end parts and the price do seem to be justified giving its custom status. So just for the lack of a disc brake and FI, don’t let it dampen your spirits, if you have the money, the WAKAN Roadster is definitely worth it. And if you still donot feel convinced, I am sure you have not seen video for if you did, just the sound of the bike would have tempted you to call up Mr. Joel.

Source of Photos: Wakan website & Roadster Photo page. To contact Wakan, click here and they promise to get back to you within 2 days.

Specifications
Engine – 1640cc, S&S, 4 stroke, 45-deg. V-twin, OHV, 4v with dry sump
Bore & Stroke – 101.6 x 101.6mm
Transmission – 5 speed
Maximum power & torque – 120 bhp @ 5750 rpm & 165 Nm @ 4250 rpm
Compression ratio – 10.3:1
Ignition – CDI
Primary Drive – Gates belt / Carbon Kevlar cover
Clutch – Dry Wakan multi plate with hydraulic right side actuation
Gearbox – Wakan specific Andrews close ratio cluster
Frame – TIG welded chrome molybdenum steel tubular backbone
Front & Rear suspension – 46mm Ceriani inverted fork & Sachs shock (both with adjustable spring preload, compression and rebound damping)
Front & Rear brake – Six-piston AJP caliper, 340mm disc & Two-piston AJP caliper, 220mm disc
Front & Rear tyres – 120/70ZR-17 & 180/55ZR-17 (both Michelin Pilot Power)
Seat height – 31.0 in.
Wheelbase – 54.3 in.
Fuel capacity – 3.4 gal.
Consumption – 5.8 liters per 100kms/ 41 miles per US gallonDry weight – 177 kg /403 lbs
Top Speed – 250kmph (156mph)
Price – $39,000

Zephyr & other Beauties from Wrench Monkees

Denmark is not just about their Danish pastries and heritage of Viking warriors, there is much more to it and you know that. To add another feather, they now have a very talented custom bike team by the name of WM. WM; short for Wrench Monkees has been on probably everyone’s radar for some time now with their naked café racer customized bikes as evident from their features on various magazines, websites and blogs. Most of the works are originals on Japanese motorcycles although they work on all motorcycles and I was dumb enough not to post any of their creations. Today… tomorrow got to a few months but when I recently checked their website WRENCH MONKEYS and saw their latest creation, the KAWASAKI ZEPHYER, it was something I needed to do it there and then. This is a standard Kawasaki 750cc machine is made to order for a customer, Mr. Mickee. This is the Zephyer 750 cc in line four (previously I had written twin. I stand corrected by Mr. Neil who was kind enough to mark out my mistake. The Zephyer came out in various sizes from a 400cc engine for the Japan market to a 550cc for the U.S market to 750cc and 1100cc, but all of them were in line four and looked same. The 750cc came in the 90s. Thank You Mr. Neil for pointing it out). What WM had done is give the bike an enhanced look to stand out anywhere. The frame is standard, the engine is untouched. The front fork, swingarm and rims are standard. So what have they done actually? The all over paint including the painted engine covers, all the wirings, the megatron muffler are made in house. Also the rear end, that beautiful seat and of course the beautiful front fender and then the rear light are all designed by Wrench Monkees. They haven’t mentioned about the handle bars but looks to be customized. I really like the red grips, it is reflecting beautifully against the glossy black paint scheme of the bike. The #14 probably refers to the series of make as they number each bike they have customized. The front tyres are 120/60-17 and rear tyres are 160/60-17. The bike really looks delicious and the overall high quality paint job has to be appreciated for the look. Nothing much has been done, the bike gets a total black colour including the engine, a reworked front console with only the speedometer and the wheels have rims instead of alloys. But everything has added up beautifully.

Wrench monkees constitutes of Per Nielsen, Nicholas Bech and Anders Invartsen. Per is the Crew Chief at Monkee headquarters. With a degree in tec hnical designing working out to his advantage, he has been building bikes for the past 2 decades. Chasing his lifelong dream of having a custom bike firm, he envisioned Wrench Monkees in 2006 along with his buddies Nicholas and Anders. Nicholas is very happily married with two kids and is the designer of the unit and as such is the man welding the hammer. He is a photographer with an undying passion for arts including motorcycles. He draws inspiration for his design from different underground subcultures and is also responsible for maintaining the blog. The third angle of the triad is Anders, also a photographer. Anders has been working under Per building and customizing bikes for the last decade. He looks at all the elctricals related thing on their bikes. Ask me, that is the most non rewarding part in designing a bike. You go unnoticed trying to hide every red, green and yellow wires, but if for some reason the bike gets faulty, you head is the first in line. So beside doing the thankless part, he also builds the fibre glass parts. It is interesting to know that to relax their minds after a hard day’s life in the garage, Anders seeks solace with his girlfriend and baby daughter while Per becomes a drummer for rock bands!

Despite the fact that most of their products have been café racers or bobbers or just standard, they are open to anything. It could be anything from a Japanese 250cc to a German 650cc to a British 1000cc to a big American 1400cc or just an exotic Italian. Styling can vary from a compact performance bike to a free spirited custom. Nothing really matters not even the number of engines. So even if you have a small 250cc little known UJM, you can approach them with your plan and long time goal and they will even help you out. Just tell them what you want and if it is even remotely possible to get your whimsy demure bike to a pocket rocket, they would do that or suggest you the best possible near thing. Getting it legal on the road of course will be an issue the customer would have to deal personally or better still tell them to stick to specifications which are legal and they will just do that. As such, all of their bikes have been street legal. And they either fiddle a little (read Standard modification) or change the entire damn thing (fully customized). In the standard version, the frame remains unchanged and the frame does it with original suspension, engine etc. Only the things which are not available in original are replaced. They do such to keep the bike street legal. Even in the custom bikes, they see that there is minimal changes to the frame to keep it street legal while the wheels, suspension and engine goes for a change as per the customer’s specifications.

2 different CB750 and a Sportster with Husqvarna tank

They sale whole bikes with all papers and documents or if a customer wants, they also customize the owner’s bike. They deliver anywhere in the world, right at your door step or you can even collect it personally from their garage.
And so what about the cost? Well, it all depends what you want to do, but yes to get a rough figure, do not expect anything less than $12,500 USD. It will go north of that figure depending upon the customer’s whims and fancies.Best thing would be to check their Bikes on Sale section which would give you an idea of their style of work. All of their bikes are numbered like Monkee #1, Monkee #2 and so on. Currently they have 2 bikes on sale, Monkee #11, a Honda CB750 Four and Monkee #7, a HD Sportster with a Husqvarna tank. You can also check the bikes they are building for their Customers and among all the glorious designs, a CB750 ordered by one Mr. Henrik is worth a look. As mentioned it is not only on metal bikes that they create their magic, bikes with fairings also gets dressed up here for example Monkee #12, a Kawasaki Versys. The good part is that even if a bike is sold, you can request the same from them and they will happily build one for you, but of course it will not be an exact copy to maintain the authencity and so you can get it in a different paint scheme. If you have ordered a ‘custom’ bike, you can also follow up with them for spares and for a standard bike, they suggest you contact the local spares dealer. Logical, isn’t it?

A Versys, Nice Rear! and a Guzzi

As for their reliability, there is no need for that question as they make the entire wirings (see, you gotta give Anders his due credit), any part they feel needs replacement on the original, they will do it. They usually provide new carburetors, axles, spindles, nuts, bolts, brackets, rims, hubs etc, meaning all the parts who are more prone to wear and tear are replaced with new parts, majorly original and only if it needs customization, they make it in house. This way the owner also feels happy that s/he won’t have to shoot off a mail to WM every time for the smaller things.If you look at their products, you will notice the WM pattern. The tyres stand out which are usually ‘balloon’ tyres. Overall the bike is very compact and kept minimalistic. They work on the tank and seat. Most of the bikes have rims to give a 80s feel, they work on the handlebars, the engine gets new carbs, the space behind the engine which holds the battery usually is reworked, a new taillight on a reworked rear end, black engine and lo… you have a beautiful one-of-the-world bike in your possession.

Actually they themselves say that “In the pursuit of clean mechanical aesthetics we seek to explore the basic expression of life on a motorbike. We do not necessarily focus on extreme performance, flashy colours or aerodynamics, but seek to build motorcycles with individual styling and a dynamic driving experience that relates to the style of each motorcycle.” The message is clear, from them you can expect a bike which is touched with the right amount of customizing that will make it stand apart from everything, yet relate to your individual styling. The bike will become a style statement but more than that it will personify you.Visit the website and the blog and don’t blame me or thank me if you stop all your work and start dreaming on your project to place an order for WM. I can only help you with their contact address. It is
WRENCHMONKEES, BERNHARD BANGS ALLE 27ADK -2000 FREDERIKSBERG COPENHAGEN, DENMARK PHONE: +45 40 105 305, or you can send an email to WM@WRENCHMONKEES.COM and if you plan to vist them personally, below is a picture that will greet you in Copenhagen. Does the picture above increase your motivation to visit them, well for me, it did and I am looking at the calendar to book a flight to Denmark. I am sure I can ask them for some lovely pastries as well.

The RIZLA SUZUKI Girls

Source Girls of Rizla Suzuki

Legends - Honda 305, The Dream of a Man

In the early 60s when Japanese motorcycle companies were starting to breakout and dominate the erstwhile British dominance on 2 wheelers, a certain product from Honda was leading the brigade. This was the Honda Superhawk CB77 a.k.a the Dream, a 305 cc twin-cylinder motorcycle and was on production throughout the 60s.
What was so riveting in the Superhawk was its reliability and ease of use, something which the British bikes couldn’t really boast of at that time. It was not the best of lookers, but Honda knew that a mass population also looks at 2 wheels as a means of transport with the least of hassles. The CB&& was robust, its overall fit and finish was very commanding and the motor was very precise. All these qualities really tilted the favour towards the Superhawk CB77 and it was one of the big success stories from Japan.

In many markets the 305c model was also known as Dream Super Sport. Later, Honda made a more affordable 247cc version of the CB77. This model was also known as CB72 Dream Sport. Actually there were many variations on the subject with Honda trying all out to please the customers. And lots of confusion too. The Honda models in US started out with the name of ‘Hawk’, especially the CB72, but whether these were imports or whether they were actually built in the U.S are not very clear. In fact, some say the ‘Hawk’ still continues in the U.S and the model Nighthawk 250 is a derivative from the original series. The thing is that the CB72 and CB77 were tube framed while there were other pressed steel framed models which were fully clad in sheet metal like CA72, CA77, CA78, basically all had the bikes did differ from each other but the overall appeal was was kept similar. The ‘Dream’ series as mentioned differed in the frames while the motor was similar featuring a 360 degree crankshaft and single carb. The other main difference in the sheet metal series was that they were made with a more touring spirit and U.S has largely a relaxed biker population compared to the Europeans who were more performance oriented which they got from the Superhawks.

And then there were spin offs from the CB77 and CB72 and all original Hondas. The engine was so damn good, that Honda knew that it can make its own market in any category. There were Scramblers, off road bikes and what not. Of course you would remember the famous Scrambler, Honda CL77. The main difference beside conventional cradle frame to improve ground clearance was the gearbox ratios to allow for the Scrambler's intended use as an off-road bike and to give it a more off road feel, the electric starter was taken out. The CL utilized a dual-carburated motor with high-clearance exhaust pipes. There were off roaders like the CP77. But Honda didn’t stop at that they took another step when they derived the CR72 & CR77 series – the racing variants of the Superhawk. So mainly there were 3 series, the Superhawk that is the CB72 & CB77 found in Europe, The Dream that is the CA72 & CA77 found in U.S and the Scrambler, the CL77 & CL72 which was for both markets. So popular were these bikes that Honda also produced a limited number of the CB77-based Superhawk Full Dress Police bikes, designated CYP77 which a solo seat, a rack with a ticket box, front and rear crash bars, a speed trap speedometer and a cable driven mechanical siren. There were other versions and that was the CB71 7 CB92, but only available in Japan. So you can well imagine if you own a Honda CB72 or CB77, exactly what a rich heritage it has!

They also have a rather good and interesting racing history. Honda had built the CYB77 Superhawk Road Racer. It met good success in road racing circuits and many of the components of the bike were made available in its CB72/CB77 parts manual as factory parts using the part number prefix CYB77. The road racer had megaphone exhausts, clip on handlebars, special road racing seat, shortened fenders, rear peg gear shift and brake linkages, a telescopic damper for the forks, plus numerous other part options which could be ordered from Honda. Also in 1968 Larry Berquist and Gary Griffen won the second official Baja 1000 race on the Scrambler CL77.

Going inside the motorcycle details, you find that the CB77 used its motor as a stressed member of the frame which strengthens the frame and also improves the handling compared to cradle frame designs. You know many a Honda models had this thing that to kick start the motor you need to close out the front foot peg as the foot peg comes in way of the kick. These models didn’t have them as the kick and the foot peg were closely located, but then for these models, you had to fold out the rear foot peg! Now going back to history, we all know about Soichiro Honda’s visit to Europe in 1955 which literally changed the face of motorcycles. It won’t be wrong to say that that the roots of this change actually ended up with the production of the Superhawk or the Dream.

Soichiro Honda did have the dream of building complete motorcycles although probably no one other than Soichiro understood what complete meant for him. So after his visit to Europe, a major influence on him was the visit to NSU Motorenwerke AG in Germany because you will notice that the subsequent bikes shared similar design in the engines and frames. So Mr. S. Honda started his ‘Dream’ series in the mid 50s with the C70 which was a 250cc pressed-frame bike and that was carried to the later bikes. The C70 was released in 1956 for the Japan market and was named the Dream. The bike had a single seat & rack, with clip-on pillion pad. Later came the C75 which was the 305cc version. They had a square head-light & shocks, leading link forks with pressed-steel handlebars. The engine was dry sumped, and had 6v electrics. And that was where the rich heritage started. Things moved on and finally when the CB and CA series were launched, they had alloy overhead cam twin cylinder engines with 12v electrics, electric starter, indicators, dual seats and other advanced features, not common to most motorcycles of the period. The 305 cc overhead cam engine had a redline of 9000 rpm and contrasted sharply from the low-revving European and American bikes of the day.

Anyway, back to the original topic, not only did people preferred it for its reliability, even in performance, it was better than the British bikes. The fastest British bike within the cubic capacity territory then was the Royal Enfield 250 single which was producing around 20 bhp and had a top speed of around 130 kmph. With full throtle, the 305cc model with all of its 24 horses galloping together at 9000 rpm could reach upto 135kmph. The smaller version also was quite powerful which belted out 20 bhp at 8000 rpm. As Honda got a very positive feedback and knowing very well that the frame and machine could hold up more power, later the power output was further increased to 28.5 bhp at 9000 rpm and still the Superhawk was able to handle it quite well. In fact, besides being powerful, the bike was so agile and nimble that it easily outperformed many bigger machines. The later model could run speeds upto 145kmph.

It will not be wrong to say that if the CB750 killed off British dominance, then it was the CB77 which started it all. And why not, how could you not prefer a bike that doesn’t leak or spill oil, is smooth, requires minimum maintenance and even for a 300cc bike, you get to start it with the flick of a switch. The Dream or Superhawk 305 motorcycle followed in the footsteps of the legendary Super Cub enjoying healthy sales though out the 60s. Like the Super Cub, it was light and easy to handle. It could be dressed up with saddlebags, luggage racks, and a windshield to increase its usefulness both as a commuter and a touring bike.
The bikes were not sportsbike in the real sense, they were not meant to be, they were more of the standard touring bikes but even in the same context, as mentioned they could outperform many bigger bikes. Probably having all these characters in a single bike was what Soichiro Honda meant by the word ‘complete’.

Source of most pics: HONDA 305, an excellent site for information, photos, used bikes, restored ones and anything related to the legend.

Time Out - A Customized HD stretched Limo Trike

Now take a good look at possibly describe it in as minimum number of words as possible. I got 'customized' 'Harley' 'stretched' 'limo' 'trike'. Only 5!
Anyway, do not know anything on it as I found this on Motoblog while the original post has appeared on ifun, a russian website which somehow doesn't seem to be working. If anyone can get access, please share any related information
Look closely, the bike in the top picture and bottom pictures (small one) are different, look at the tank and suspensions, so I am not very sure what it this alla bout, but if this thing for real, this has to be the best vehicle to put the 'Just Married' signage on the back. Imagine, it's open and you can seat side by side, plus it has a TV, a sofa cum bed and I am sure there will be a small bar somewhere. So for those waiting to get married, here is an idea which will make your marraige even more memorable.