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Custom of the Week: Harley-Davidson ‘XG750R’ Street Rod Flat Tracker by Noise Cycles

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IF YOU LIKE WEAVING through city traffic during the week, and then blasting through the twisties on your days off, the Street Rod is probably the best Harley for you.

We found it to be surprisingly sharp and agile, with a warmed-up version of the regular Street engine delivering 69 frisky horses.

Scott Jones of Noise Cycles likes the Street Rod. And his new ‘XG750R’ tracker version has got us wondering what a factory Harley tracker would look like—if Milwaukee decided to counter the threat posed by Indian’s FTR1200.

Scott is one of the top bike builders in the USA, and despite coming from the chopper side of the tracks, he’s been bitten by the dirt bug. Last year he built himself a racebike based on the regular Street 750: “It started out as just the basic XG,” says Scott. “So this year, I built one using the Street Rod—which has a 27 degree neck instead of 31 degrees.”

That simple change alone made a huge difference. “This one feels so much better and easier to ride. Still 500 pounds, but more nimble.”

Those of you who were riding in the early 80s may feel a slight sense of déjà vu with this bike, and you’d be right. The left-side exhaust mimics the placement of the Harley-Davidson XR1000 pipes, and the paint by Matt Ross (with pin striping by Jen Hallett Art) is a nod to the slate grey used on many XR1000s too.

Scott’s not going to be dicing for the lead with pros like Jared Mees or Brad Baker in the American Flat Track Twins series. He’s in it just for the hell of it, and enjoying every moment.

But he’s also inadvertently given us a pointer on what a Harley Street Tracker might look like. And it wouldn’t be a difficult bike for the factory to replicate, Red Bull catch can aside. Any takers?

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The world's most exciting cafe racers, bobbers, scramblers and trackers. BIKE EXIF IS THE WORLD’S MOST POPULAR showcase for custom motorcycles. Several days a week, we deliver a hand-picked selection of the latest cafe racers, scramblers, trackers and bobbers from top builders.

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Custom of the Week: KTM ‘950SMR’ by Max Hazan

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THERE’S A DEFINITE STYLE to a Hazan Motorworks bike: a hint of steampunk, lots of beautifully twisted and burnished metal, and impossibly elegant proportions.

It’s an expensive endeavor, and Max operates in the same rarified atmosphere as Ian Barry of Falcon and the Japanese moto-artist Chicara Nagata.

Luckily, there are collectors and museums that have the funds to commission bikes like this, so the rest of us can enjoy them vicariously. But what happens when Max builds a bike for himself, with his own money?

This KTM is the answer. It’s a far cry from his previous KTM build, the supercharged 520 that now resides in the Haas Motorcycle Gallery in Dallas. But it’s a killer track machine, and just the thing Max needs when he wants to blow off steam.

Surprisingly, ‘950SMR’ is the first bike that Max has built for himself. So it was done in the down time between the projects that pay his bills. (“I completely lost track of how much time went into it.”)

The base is a 2005-spec 950 SM. It’s a tall bike—which suits Max’s lofty physique—with around 98 horsepower in stock trim, 17-inch wheels, and a dry weight of just 191 kilos (421 pounds). Contemporary road testers raved about the performance and fun factor.

“It’s possibly the ugliest bike KTM made with that motor,” Max admits. “But the bones were there. The KTM was carbureted from the factory, which let me simplify the design by avoiding EFI parts.”

Stylistically, it’s no flight of fancy: just a well-sorted bike with terrifically simple bodywork and a sophisticated warm grey and white paint scheme. “I wanted the bike to look ‘factory’,” says Max.

“I wanted it to have fenders and bodywork, and not look like a KTM that was chopped. With almost everything being rearranged, it was a lot more work than it looks like. But I guess that was the idea.”

It might be hard to believe, but Max has pulled around 100 pounds—45 kilos—off the 950 SM. (“It was built like a tank.”)

So what’s it like to ride? “It has a huge amount of engine braking,” he says. “It’s geared for about 120mph in sixth, and was in need of a slipper clutch to smooth out downshifts in the lower gears. But I just found myself ‘backing it in’ wherever I was going, as soon as I installed it.”

Everything about this KTM screams ‘track machine,’ but it’s actually 100% street legal. “It’s wired for lights and turn signals, and has a full setup that can be taken on or off in a few minutes,” says Max. “But I just prefer looking at it like this.”

It’s certainly a looker. But unlike many customs from premier league builders, Max’s KTM offers visceral as well as visual pleasures. We can’t imagine Max releasing a kit version of these mods, but if you have one of KTM’s big supermotos in your garage, there’s a ton of inspiration to be gained right here.


This article was first published on Bike Exif; For more details, photos and generally more awesome everything, visit Bike Exif.

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One Year On: Remembering Nicky Hayden

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The news that Nicky Hayden passed away was devastating to the whole of the motorsport family.


This article first appeared on Motofire on May 22nd 2017. We’ve republished it here today to commemorate the anniversary of Nicky Hayden’s passing.


Nicky was a champion to his core; from the way he raced to his fierce devotion to his family and the way he made time for everyone. He fought for every single position on every lap of every race and never once gave up. He was firm, leaving no room for doubt on track, but he was always fair and he was one of the hardest workers you’ll ever know, even in a world that includes nothing but riders who push themselves to the limit constantly.

In every way, Nicky was a shining star; images of his tear-stained face when he won his championship in 2006 will forever be ingrained in the collective MotoGP memory, his joy was so tangible that you could have wrapped yourself up in it. And that was Nicky, always inclusive. Whether it was a quick-witted remark in that wonderful Kentucky drawl that we’ll miss so much, his easy manner that made him a friend of everyone who knew him or the way he never turned someone away when they wanted a photo or an autograph. Nicky came from a racing family and he became an integral part of an even larger one.

Losing anyone is always heartbreaking but the loss of a rider when they were out training, doing something as everyday as cycling, makes Nicky’s death at just 35 years old even harder to comprehend.

Nicky holds a place in the MotoGP Hall of Fame, his status as a Legend firmly cemented long before he left for World Superbikes. But he holds something even more valuable; a spot in the collective heart of the entire motorcycle racing family.

His accent will forever raise a smile, at least for me, and his own superstar grin will now bring with it an indescribable sadness. But remember Nicky as he would’ve wanted; that fierce big-hearted champion who pushed himself and everyone around him to be their very best and as that young man who brought so much joy and who left us far too soon.

My thoughts are, of course, with all of the Hayden family, Nicky’s fiancee Jackie, his friends and his teams both past and present.

Now, I’m going to wipe away the tears and watch Valencia 2006 again. I hope you join me to remember Nicky Hayden; a champion, a gentleman and a star that can never truly be extinguished.


This article first appeared on Motofire on May 22nd 2017. We’ve republished it here today to commemorate the anniversary of Nicky Hayden’s passing.

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