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The Brough Superior Pendine Sand Racer is £58,000 worth of new-classic racer



Pendine was the place of speed and records from 1924 and the Pendine sands – with it’s long, golden beaches – were the home of Sand Racing and the Welsh TT.

According to the company, George Brough loved Pendine so much so that from 1928 he named his racing Bikes ‘Pendine’ and even gave the Pendine name to his home. So this new bike – announced today at EICMA – is a fitting tribute to the brand that bears his name.

As always with Brough Superior, if you need to ask the price then you probably can’t afford it – and of course prospective buyers will be able to take advantage of their bespoke services that allow a customer to determine the colour and finish of most surfaces as well as many of the components.

But seeing as you’re here and interested, the basic price of the Brough Superior Pendine Sands will cost £57,999 on the road and the first examples should start rolling off of the production line in late September 2018.

We recommend getting your orders in quick though if you are interested. Our fifteen minutes spent on the stand at EICMA today saw a lot of interest from prospective buyers.


Engine: Watercooled dohc 88-degree V-twin four-stroke with four valves per cylinder,
and composite chain/gear cam drive

Dimensions: 94 x 71.8 mm

Capacity: 997 cc

Output: Euro 4 Homologation : 73 kW or 100 bhp @ 9800 rpm

Sport Version (for track only) : 97 kW or 130 bhp @ 8000 rpm

Maximum torque: Euro 4 Homologation : 89 Nm @ 7450 rpm

Sport Version (for track only) : 120 Nm @ 6400 rpm

Compression ratio: 11:1

Fuel/ignition system: Electronic fuel injection with Synerject ECU and 2 x 50mm Synerject throttle
bodies, each with a single injector

Gearbox: 6-speed

Clutch: Multiplate oil-bath clutch with hydraulic operation

Chassis: Machined Titanium frame with Titanium subframe
Suspension: Front: Fior-type Aluminium casting fork with twin articulated triangular
titanium links and Pre load and rebound adjustable monoshock with 120mm

Rear: CNC Machined swingarm pivoting in engine crankcases, with Pre load
and rebound adjustable monoshock, direct link, with 130mm travel

Head angle/trail: 23.4 degrees with 94 mm trail via 38 mm fork offset

Wheelbase: 1540 mm

Weight/distribution: 196 kg dry split 50/50 %

Brakes: Front: 2 x 320 mm Beringer Stainless Steel discs with 2 x four-piston
Beringer radial calipers

Rear: 1 x 230 mm Beringer Stainless Steel disc with 1 x two-piston Beringer

Continental MK100MAB ABS

Wheels/tyres: Front: 120/70 R19 tire on 3.50 in. CNC aluminium wheel from forged

Rear: 170/60 R17 tire on 4.50 in. CNC aluminium wheel from forged
Seat height: 820 mm

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Custom of the Week: Yamaha SR500 ‘Scrambler’ by Daniel Peter




SCRAMBLERS ARE A HOT TOPIC. Build one, and you’re sure to be judged solely by how well equipped it is for hardcore off-piste use.

But that’s not all that scramblers are about. Daniel Peter compares his latest build to his childhood BMX—and it’s pretty much how we feel about modern-day scramblers too.

“When I was four years old, my BMX bike became my life,” he explains. “It was so simple, yet so fun. Just wheels, pedals and brakes. I’d ride it to the beach, jump a few curbs along the way, race my friends. Those were the good days.”

“30 years later, I set out to build a motorcycle based on the same principles. There’s nothing on this bike that doesn’t need to be there. It has wheels, a punchy engine and great brakes. I didn’t even put a speedo on it, because I never looked at the one on my last bike.”

Daniel works as a photographer in Chicago, but wrenches during the winter to keep his passion for riding alive. He keeps a workshop in Chicago’s Logan Square neighborhood, outfitted with a tool cabinet, a welder, and a 1940s South Bend lathe.

This 1978-model Yamaha SR500 is the fourth Yamaha 500 he’s built to date. “It’s the most simple, yet the most thorough, of the bunch,” he says.

The motor’s been bumped to 540 cc, with a grocery list of go-fast bits that includes a lighter XT500 crank, a new piston from JE and a Megacycle cam for better torque down low.

R&D valve springs with titanium caps, a Powerdynamo ignition and a high-flow oil pump from Kedo round out the package.

Hoos Racing refreshed the crank and cut new valve seats for Daniel, but he tackled the rest of the rebuild himself. Every single bearing and seal was replaced along the way too. As for the carb, it’s been swapped out for a 39 mm Keihin FCR flatslide number, fed by a fat K&N filter.

The exhaust system is a combination of a custom made stainless steel header, and a Cone Engineering muffler.

The SR rolls on 17” supermoto wheels, borrowed from a KTM (front) and a Honda CRF450 (rear). They’re wrapped in Pirelli MT60 Corsa tread; a 120 up front, and a chunky 160 on the 5” rear rim. (“It juuust fits,” says Daniel.)

The brakes have been upgraded with a mix of Brembo and Beringer parts, with an RCS 14 radial master cylinder up front.

On top is an aluminum Yamaha XT500 fuel tank, wrapped in a paint scheme “inspired by an unforgettable riding trip through Baja.” Just behind it is a new saddle from MotoLanna, with a new kicked-up subframe loop.

It’s just about spring in Chicago, so Daniel must be itching to rack up the miles on his SR500. And we’re betting it’s going to be impossible to get him off it.

A version of this article first appeared on Bike Exif. It’s republished here with permission.

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Icon claim back the streets in their latest, epic video



Street’s Not Dead.

Regular readers will know that we eagerly await anything released from the US streetwear firm Icon Motorsports. So the moment that a video drops from the Portland firm we’re bound to pay attention.

That’s an interest piqued double when they post it alongside what is essentially a call to arms…

“Street’s not dead. If you think it went away, you’d be wrong. Street’s still here undermining pompous authority, rejecting standards, and bucking the status quo..”

And they’re not kidding either. With the Icon clad rider thrashing their Kawasaki ZX-10R through city streets, car parks and even a public fountain at one point, there’s a lot to take in.

Couple that with their usual loud, Icon style and you’ve certainly got a statement of intent.

(Don’t try this at home kids).



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