BMW, Ducati, Moto Guzzi, Triumph and Yamaha custom roadsters

The Edelweiss Motorsport BMW R 9T one, Classicbike Raisch Triumph Bonneville Alu-Racer, Motorrad Klein Yamaha XJR 1300 Yard Built, Radical Guzzi Moto Guzzi “The Fugitive” 1380 and INTERMOT-Custombike Ducati Scrambler Icon by Marcus Walz exude air-cooled passion.

Air, passion and love: these five air-cooled custom roadsters have been stripped back to the essentials; pure and puristic for unfiltered results. Tuned engines, sophisticated chassis and high-end components combine elegance and power.

A thunderous sky looms over the renowned Hockenheim circuit. In the pit lane the mechanics can be seen dropping their wrenches or setting down their laptops. The V12 long-distance Maserati will have to wait a while – really. This quintet sets neurons racing, massages souls, is easy on the eyes, and blow-dries the cilia. These machines from BMW, Ducati, Moto Guzzi, Triumph and Yamaha are a party for the senses. Five renowned tuning shops have set to work equipping stock bikes with technical upgrades to the engine, chassis and brakes. Spirit meets dedication, speed meets sensuality.

Edelweiss Motorsport, WalzWerk Racing, Radical Guzzi, ClassicBike Raisch and MotorradKlein have created sensational motorbikes, which still celebrate every ignition spark, blend air and fuel in beguiling fashion to create an explosive mixture. Machines that speak directly to the soul, with a thunderous, booming voice. The magic of honest mechanics, of classic mechanical engineering, is tangible. All five tuning companies have poured their hearts into the air-cooled engines, creating rolling sculptures made of the finest alloys. The desire to build meets a passion for aesthetics and a love for the ride. Engine, wheels, freedom. Done.

Air-cooled cannons without any plastic bodywork

Powerful, striking engines with five different varieties represented: boxer, V2 – longitudinally and transversely mounted, twin and inline four-cylinder. They all stretch impressively powerful manifolds into the airflow, proudly showing off their cooling fins.

This is the magic of pure metal. Air-cooled cannons without any plastic bodywork – stylish and strong. This quintet really strikes a chord. The spirit of the machine is tangible here – evident in every fibre of its being. The old game of in and out can be seen in action: where does the fuel go into the cylinder, and where does the exhaust gas come out? Understandable technology.

Not truly retro, but not entirely modern

As such, these sporty roadsters don’t simply drive around in a brisk circle, or from A to B. They move – they press forward. Fitted with sophisticated components from the Champions League of the international suppliers’ guild. Even in the urban jungle of the big city, they celebrate this special experience: in the universities the lectures spontaneously draw to a close, nursery schools roll down their shutters. The boys are back in town! It feels a little bit like London during the roaring sixties. Not truly retro, but not entirely modern. Yet nonetheless timeless.

The curtain rises for a very special kind of ultra-sensitive motoring experience. Vehicles such as these are in keeping with the times, like café racers for the 21st century – no fake vintage here. Pure, but not purist. The petrol burns in the huge engine compartments: with twin engines of up to 1.4 litres, meaning that stub handlebars are a must, and there is only room for one rider. Don’t bend down on these machines, as if reaching to pick up something: bend up, and reach for the stars. Anyone who doesn’t feel their heart pounding at this point is surely dead. And the experience with a jet helmet on deserted country roads is even more intense. But all that remains for the Ducati and Yamaha, with their open loud pipes, are race tracks. Where unfathomable freedom when leaning into the corners awaits. So off we go, as the bikes roll out in Hockenheim.

Edelweiss Motorsport BMW R 9T one

In terms of their DNA, BMWs are generally tourers or travel enduros, although sports bikes can now also be added to this list: RT, GS & S 1000 RR. And both Munich and Berlin are also in the mix, homes to the corporate headquarters and production unit. But the machine from Edelweiss Motorsport that comes rolling, or rather growling, from the south of Essen – really close to the Ruhr area – is a rebel on wheels. Black, slim, strong. “We are revolutionaries,” says company director Dirk Scheffer, describing himself and his team. Together they build “BMWs out of passion, working to develop Boxer culture for both on the road and on the track.“

In 2014 the R nineT rang in a new era at BMW, hip rather than conservative. So what is the story in the case of this black beauty by the name of R 9T one? The name should tell you: it is the one and only. With a long, stretched out appearance, it crouches low and scurries through the Sachs Curve. The engine really pushes hard. More than 138 HP – it really flies. Sedate is a thing of the past. It is barely possible to shift from second to third gear fast enough when in an inclined position – with the bullish boxer climbing the revs so freely and abruptly. The transmission/final drive ratio is short as standard. This sometimes has you fidgeting at the speed limiter. Wow, it’s incredible how it pushes whatever the engine speed! There is excitement in the air. And not just in the run-up to Christmas.

Delivers more power than an HP 2

In the huge, busty cylinders, forged pistons with an impressive 106.4-millimetre diameter go about their work, heaving a hefty 138 Newtonmeters of torque onto the in-house-produced long-stroke crankshaft, via a special connecting rod: 1,405cc! The force awakens through the power of the engine capacity: the Edelweiss Motorsport BMW R 9T one drives forward with more power than an HP 2 Sport, regardless of the engine speed – it is the strongest BMW series produced boxer and one of the most powerful air-cooled engines of all time! In none of the five other engines have the tuners delved so deeply into the bowels of the drive system. Edelweiss Motorsport is the king of power for Porsche, VW Beetles and most of all for BMW motorbikes. A boxer through and through. When it comes to engines, the tuning company produces everything itself, or has it produced according to its design: valves, tappets, push rods, cam and crank shafts, connecting rods, pistons and so on.

Customers with two-valve boxers come from all over Germany and the rest of Europe, in fact even from Australia. Except this Edelweiss Motorsport BMW R 9T one is as of yet a one-off in the prototype stage. They celebrated its launch at the Glemseck 101 in September 2014, and no sooner was it finished when it had to get straight to work in the sprint race. BMW provided logistical support for the project, supplying Edelweiss Motorsport with a pre-production engine at an early stage, still with a sand cast engine housing. The aim was to discover the potential of the Flat Twin. The R nineT is now the only remaining air-cooled boxer in the BMW range.

Heavily tuned, the 1400 series drives forwards like a bat out of hell. And in the same way, the boxer can only produce its unique and immense roar out of the Hydroform exhausts by HP Corse. Striking, dull, sonorous. Available in a special edition without a dB-Eater, which according to Dirk Scheffer provides even more additional power. The R 9T one is not particularly easy to drive. It almost bites too hard with its immediate throttle response, producing severe load change reactions. So the best approach is to take the corner with even drag. With sensitivity in the right hand. For there is brutality in this boxer. Anyone who believes that a BMW feels synthetic to drive, without kick or emotion, is not familiar with this bike. It is not everyone’s cup of tea, but it is certainly a beast. Loud, raw, authentic. And yet approved for road use. Provided you mount mirrors and install a dB-eater.

The 9T one weighs 10 kg less than the series R nineT

The 9T one weighs a delicate 212 kilograms, ten less than the series R nineT. And it’s not just the PVM wheels that lighten the loads. In spite of the lower mounted handlebars, this low-racer steers easy and willingly. It corners precisely as if following the line drawn by an oversized compass. Bridgestone S20 function brilliantly, even on the race track. HH Race-Tech supplied the suspension strut and modified the inner workings of the fork. Now the upside-down fork offers even greater reserves. It no longer slumps down into itself to such a degree – a previously identified weakness, see MOTORRAD 24/2015.

The suspension strut accessory works really well. Yes, it is firm. But the feedback is good at all times, reproducing the relief of the asphalt with glorious transparency. Just like the seat in the same colour, its Bordeaux red spring is a nod to BMW’s first boxer, the R 32 dating back to 1923. The sitting position behind the long tank (its shape has not yet been finalised) seems stretched, a little submissive.

This über boxer is characterised by a sensuously sharp line: not much remains from the rather rounded, sloped design of the R nineT. Instead the bike has a wiry, muscular appearance, showing off its power with a great deal of self-confidence. This BMW is sexy and it knows it! Aggressive, techno-inspired and very sexy. Alongside the R 9T one, a series produced machine seems almost like a tight-laced secretary alongside a dazzling drag queen. You can forgive it the fact that the hoses and (brake) lines are laid in a somewhat makeshift fashion, and the handlebar fitting hit the tank at the front when turning. As such, the R 9T one is a fiery lover – radical, erotic, completely ripped.

Walzwerk Intermot Custom Bike Ducati Scrambler Icon

Ducati’s scramblers have landed, like a bomb: as the last remaining air-cooled models from Bologna, they are in great demand. Laid back, with broad handlebars and tyres with moderate lugs. What star of the tuning scene Marcus Walz has managed to conjure out if it is barely recognisable. For this roadster used to be a Scrambler Icon, and has now been completely converted. The Köln Messe trade fair commissioned this motorbike from WalzWerk Racing, as a promotion bike for the Intermot Customized exhibition in October 2016.

Stub handlebars, a short rear section, an uncompromising approach: star sign: greyhound, blood group: adrenalin plus, wow factor: in spades. Sporty, as a Ducati should be. Sophisticated components made from only the finest materials, drive the weight up to just 155.3 kilograms. As a “Super Leggera“, this Ducati Scrambler boldly presents its V2 engine, the L shaped twin cylinder. It cavorts in the single-cylinder Supermoto weight class. With his previous company, Walz Hardcore Cycles, Marcus Walz was already delivering custom Harleys to Hollywood greats such as Angelina Jolie and Brad Pitt, George Clooney and Keanu Reeves. Even famous Formula 1 drivers and rock stars had to join the queue.

Line yourself up, turn into the corner, and drive on through.

Marcus Walz is an ex-Motocrosser himself, and an active road driver. As such, motorbikes built by him should not only look spectacular, but should also drive well. And this is precisely what this extremely clean Duc does. It feels as though you are driving a 250 series. Graceful, but not too delicate, mid-sized but not sluggish, light as a feather but not a toy – this one isn’t for beginners. A delightful mixture. It inspires with the finest finish on the stand, and is pleasing to drive. And how it scurries around the corners! Line yourself up, turn into the corner, and drive on through. The magnesium wheels by OZ Racing alone account for a weight reduction of six kilos. The Metzeler Racetec K3s stick to the asphalt like chewing gum stuck to the pavement.

And boy is it agile. In tight, slow corners or when turning too sharply it is almost a little shaky. In this case you have to compensate a little. And the result of radical basic chassis data? The shorter FG 43 Öhlins fork of a Panigale R stands at an angle of 71 degrees (fork offset: 30 millimetres). A meagre 1,453-millimetre wheelbase and extreme 71-millimetre trail are the result of the 17-inch front wheel. This is bordering on excessively agile. The standard rocker arm offers good mechanical traction on account of its length Walz modified it to accommodate a wider rim, including 190 series rear tyre. Negative spring deflection is not something the customised Öhlins S46 suspension strut knows too much about: without the driver, the back of the bike really sits up.

The V2 splutters and trumpets powerfully

In spite of the weight-reducing adjustment, the former Panigale fork seems taut. It doesn’t cope perfectly with bumps in quick succession. Footrests shifted towards the back provide good support, although your right lower leg hits against the manifolds. This poses the risk of some unpleasant-looking stains. Stub handlebars with racing grips fit the hand perfectly. This allows you to apply a great deal of pressure to the front wheel. After a little free travel on the lever, Brembo Monoblocks anchor forcefully to the machined fork feet, allowing very late braking. The clutch slave moved slightly to the left, with its modified line required one third less manual force. This way the transmission shifts quickly between gears, with only the attempt at idling back in the pit lane proving a little tricky with the INTERMOT-Custombike Ducati Scrambler Icon by Marcus Walz.

With the Benjamin cylinder the straights seem longer, and corners don’t creep up so quickly as on the 1.4-litre BMW rockets. The plan was that the air-cooled monster would have 1100 series cylinders. Then power would no longer be an issue, with a minimum of 99 HP. But the modular system doesn’t work as the scrambler has different stud bolts. For this reason, it stayed at 803 cc. Engine tuner Dietmar Franzen developed new cam shafts, modified the conduits and installed different valves. However, in sixth gear MOTORRAD only found 79 of the previously recorded 88 HP.

Is this the result of the completely open exhaust system without counter-pressure? The V2 splutters and trumpets powerfully. Added since the test, this damned cool custom bike now features indicators, a licence plate holder and an additional exhaust, and is now also road-approved. Visually every detail is extremely crisply executed – and the aluminium hump is pure poetry. This rolling advertising vehicle is sinfully classy.

Radical Guzzi Moto Guzzi “The Fugitive” 1380

One speciality of Radical Guzzi from the Upper Palatinate region is to install modern four-valve engines into legendary Tonti frames – with their fantastic diagonal bracing. Thus, Stefan Bronold Junior manages to pull off a modern interpretation of a Le Mans, using all sorts of tricks and machined parts. with an open frame triangle and an aluminium tank, logically. Clear lines with an equally clear message: this is what a machine from Mandello del Lario should look like. An Italian that will have you kneeling before her. The coherent proportions and great details, without seeming over the top. This machine, still in the style of the historic V8 factory racer in silver, green and brown, opens hearts. It goes by the name of “The Fugitive”.

Stefan Bronold is building the Radical Guzzi Moto Guzzi “The Fugitive” 1380 with a limited edition of five copies, the first was exported to Colorado in the USA, and this is ‘numero due’. For many Guzzisti and even for the brand itself it would represent a suitable getaway vehicle in which to escape the reluctance to purchase currently being experienced. Colleagues from our sister publication “auto, motor and sport”, who are accustomed to premium cars, are lurking around it in the underground car park: “Crazy – it is just awesome!“ In saying this they have no clue that in these cylinders it is not just a mere 1151 cc that have been assembled, but a full 1380 cc: the cylinders and heads originate from the 1400 Series California, only the valve covers are once again original Griso. Experienced Understatement.

Surf the torque wave

Keihins 41 Series Flat Slide CR carburators are works of precision mechanical art, and replace the fuel injection system. And how!! Even with the series cam shaft, a sensational 141 Newtonmeters are produced with the broadest of torque curves. Here there is further scope for a cylinder capacity increase and tuning cam shafts, with a view to increasing from 128 to 138 HP. Regardless, when surfing the torque wave, here platitude becomes reality. Between 2,500 and 5000 rpm there is already pure power, increasing from 36 to 96 HP. What a crazy difference! Thrust, as if you’re being chased by the devil incarnate. Even in fifth, the “Fugitive“ presses powerfully against your lower back. It blares out a loud roar as it exits the corner. From a driving perspective this is probably the sharpest Guzzi in the last 20 years.

The V2 thuds, shakes and has a life of its own. From double-sided Roadster exhausts with a counter cone and sophisticated drive emerges a comforting punch, and a rumbling V2 staccato. The blubbering from the open cone is reminiscent of the unforgettable roar of a Norton Manx. The Tonti frames in the new Guzzi engines are lacking in space, for a six-speed transmission for instance. For this reason Stefan is transplanting the more compact five-speed gear box from a classic Le Mans into the modern housing. The alternator no longer sits between the cylinders, but is once again positioned on the front crank shaft stub – behind an aluminium cover that has been turned from solid metal. The 180 series tyre on the spoked wheel requires an open cardan joint in the rocker arm, which is produced in-house.

Definitely not for stop-and-start city traffic

Thundering through the corners while flying at low altitude in the Radical Guzzi Moto Guzzi “The Fugitive” 1380 is a real experience. When the cylinder on the outside of the corner stands vertically, you almost cry tears of joy. An experience condensed into 222 kilograms. The whole thing is incredibly sensual. Including, and in particular, when in an inclined position. Steering head angle: 65 degrees, wheelbase: 1475 millimetres. The Wilbers suspension struts are unrelenting and uncompromising. They allow the rear of the bike to jump over subsections of the motorway. All while the machine as a whole seems completely unphased and continues straight ahead with a stubborn stability. The then very thirsty 1380 cc engine casually turns out 8,000 rpm. But when racing down the motorway, a huge amount of pressure builds up in the crankcase, which is evident on the mist of oil dispersed at the V2.

The murderously tight clutch is definitely not for stop-and-start city traffic. Attempts to idle at the lights are particularly troublesome. The radial Beringer brake callipers bite down powerfully and well dosed on the unperforated brake discs. The carbon-coated upside-down fork from an MV Agusta F4 does a good job. A great deal of attention to detail (gap dimensions, countersunk-head screws) and the very high production depth speak in favour of the radical Guzzi. It is a dream on wheels: a beautiful motorbike that is exhilarating to drive. And even if the flat sliders continually catch on your knees, you can’t reach the side stand while sitting, and the turning circle is huge – there is only one thing that the Fugitive leaves you wanting: to climb onto its brown leather seat.

ClassicBike Raisch Triumph Bonneville Alu-Racer

Bonneville, even the name has resonance and charisma. And the motor bike by the same name really has character. At the world-famous Salt Lake in Utah legends have been written on the hunt for speed. It was here that in 1956 Johnny Allen achieved a sensational 345.45 km/h on a Triumph-Twin with a streamlined body kit. The commercial spin-off of this record-breaking motorbike is immortal: from 1959 onwards, the T 120 with its duel carburator was the must-have sports bike, the preferred means of expression of English rockers. This was during the period in the roaring sixties when driving a motorbike increasingly became an act of rebellion against the establishment.

Okay, at the time, and having been tuned and converted into a café racer, it never quite reached the 120 miles per hour suggested by the type designation. But this is exactly where the traditionally built aluminium racer from the Triumph specialists ClassicBike Raisch, based in the timber-framed East Westphalian town of Rheda-Wiedenbrück come in – traditional craftsmanship produced in a traditional setting. As a private motorbike produced by Rainer Raisch and his three sons, accompanied by the company’s two other staff, the Classicbike Raisch Triumph Bonneville Alu-Racer is a technology carrier in the true sense of the phrase. By means of a Big Bore Kit with Wiseco pistons, they managed to push the 2006 series model up from a capacity of 790 to 904 cc. It sits casually on its side stand. With the first press on the little button and an even ignition sequence, the Parallel Twin has beautifully round running characteristics, and stable idling. Let the foreplay begin.

It’s not nervous or fidgety, but rather stable and agile

Mechanically speaking, the Twin runs smoothly Twin like a sewing machine, without making too much of a din from the single exhaust cone. Its manifold bend touches the ground to the right. Only from the top range does the sound get fierce. And the flat sliders chirp in their guides. In this regard, these FCRs are fussier than the Keihins on the Guzzi: the short-stroke throttle grip wants to be gently ripped open, but shouldn’t break the flow. “Do it smoothly”, whispers the Triumph. By no later than the 4,500 mark, the Twin gives it a bit of muscle, inhibitions fade away and it revs and breathes freely. It spoils the rider with drive that is befitting of its sporty exterior. The 196-kilo lightweight manages 91 HP and 85 Newtonmeters in wonderful fashion.

Reinforced clutch springs require a little bit of oomph in the forearm. This is a bad boys’ toy – not a bike for girls. At the top of the range the pulsating goes up a notch. Only at around 8,400 rpm does the speed limiter kick in. Then, at speeds in excess of 200 you are hit by a mighty hurricane beneath your jet helmet. This Triumph sticks to the straight with incredibly stability. Nothing wobbles. The rear frame is reinforced, the aluminium box swingarm is strong, the fork has a different offset. The steering head angle of around 64 degrees and the 1,495-millimetre wheelbase are clearly a good compromise. It’s not nervous or fidgety, but rather stable and agile Ultimately the Bonnie sticks true to its line, and rides easily like a bicycle.

Sporty, but still thoroughly relaxed

It really is a driving machine: Christopher Raisch has already run sprints in it at Glemseck 101, but also uses this, the first ever machine converted by his family clan, for touring the Alps. A compliment. The sitting position is in keeping with its good manners: sporty, but thoroughly relaxed, you grab hold of the LSL handlebars and support yourself on milled foot rests. As much ducking down as required, as little as possible. Simply cool.

The fine Öhlins fork is incredibly smooth. Poetry in motion. But the suspensions struts do a fantastic job. This chassis is well executed. It does exactly what it is supposed to do, and so it should. The Brembo monoblocks, actuated by means of a Beringer radial pump, provide exceptional anchoring, both in terms of effect and dosing performance.

Even when stationary, the Bonnie guts an impressive figure – with sophisticated Kineo spoked wheels, the leather seat that is upholstered like a sofa and the shining aluminium on the tank and one-person hump. Wild thing, you make my heart sing. ClassicBike Raisch began boldly in 2005, and has now converted its one hundredth Triumph. Now following on from that are the new, water-cooled twins and the BMW R nineT. But the company’s figurehead is and remains this aluminium racer. In this case retro certainly doesn’t mean backwards.

Motorrad Klein Yamaha XJR 1300 Yard Built

Among this selection, the Motorrad Klein Yamaha XJR 1300 Yard Built is a highlight and a point of contrast, a real splash of colour within the quintet: the only four-cylinder, the only non-European, the only colourfully painted machine. As such it was not until later that it made its way into the test field. Luckily! It rolled off the transporter at 11.55 am, and the test got going at noon that very day.

An initial fleeting glance: there doesn’t seem to be too much that has been done to it. But how wrong one can be. With this motorbike, Dominik Klein from Dillingen won the international Yamaha Yard Built competition for the XJR 1300! But he certainly didn’t build this champion of four-cylinders  in the yard. It is much too sophisticated for that, the details are too perfectly coordinated. There is a great deal of intricate work that you only notice upon second inspection. That is the secret.

Otherwise the old adage applies: don’t be deceived! This 1300 series bike with the standard engine is difficult to push. But once driving it is an entirely different story: you find yourself taking the first corner too early, as you really didn’t expect the handling to be so good. The lightweight PVM forged wheels naturally play their part in this, reducing the rotating and unsprung masses.

In addition to this, the cut slick tyre at the back in combination with the rain tyre to the front enables crazily tight radii. The extremely grippy tyres generate potential that you didn’t think was possible. Blessed with fantastic grip. A rocket that is light on its feet. 219 kilograms is a really good value for a big bike like this. And the same goes for the steep 67-degree steering head angle and the manageable 1505 millimetre wheelbase. This XJR 1300 is really easy to handle.

A painful scream from the exhaust

A turn of the throttle grip and the four-cylinder surges forwards. The bike exhibits direct, snappy throttle response, distributing fierce power even at low revs. Without running out of steam in the upper range. All of a sudden you realise why this concept has so many fans. This is a standard engine, which has simply been trimmed down and given clearer airways, by means of an open four-in-one exhaust system. Featuring a white ceramic coating, the Motorrad Klein Yamaha XJR 1300 Yard Built emits a violent roar. An almost painful scream of an exhaust sound. The trumpets of Jericho would have seemed like a mouth organ in comparison. Brutal braking power: the four-piston fixed callipers of the current R1 bite down harder than Steven Spielberg’s great white shark. The artistically milled HC3 radial pumps for the clutch and brakes by Magura are the best of the best. And the Motogadget M-Lock system works by means of a transponder, without an ignition key.

The Öhlins stereo suspension struts are taut. In contrast, the upside-down fork from an MT-01 responds a little more subtly. It has adjusted damping and carbon-coated dip . In the current position, the three-dimensionally adjustable handlebar stem by BKG sits really high – which is easy on the spine – higher than the milled upper fork crown. They can also be set to a sporty, low position. To sit on the seat with its Alcantara leather upholstery, to sprawl over the hand-finished hump – this is about as good as things get on two wheels. Foot rests, gear lever, pedals, hand lever – everything is completely adjustable, and incredibly sophisticated. An A* grade for perfect design. Is it paradoxical if a custom swingarm by Over has a supporting beam underneath? Further bracing is also provided by additional frame supports from the same Japanese manufacturer. The starting number 41 on the sophisticatedly styled side cover brings to mind former Japanese Superbike-WM driver Noriyuki Haga (“Nitro-Nori”). On the other hand, the “Brandy Red” paintwork contrasting with the white, harks back to the RD 350 from 1973. Motorrad Klein has a tradition of working with Yamahas that dates back to 1967. And Dominik Klein is a true great within the profession.

Epilogue

There is no need to beat around the bush: it goes without saying that a GSX-R, a Fireblade or an S 1000 RR can do almost everything better, and for much less money at that. Not to mention GS and co. But to be entirely honest: are playmates ever chosen or popular because they know good baking recipes or can do the most laundry in an hour? Here it is all about aesthetics, beauty and sensuality. Passion rouses emotion.

Shall we end with a quote? “We are incredibly lucky in that we live the precise, unbelievably short period in the Earth’s history during which we have the privilege of using combustion engines. In just a few decades time, the full sound of a large-volume two-cylinder will only be available as a ringtone…“ These are the words of Martin Perscheid in his volume of cartoons for motorcyclists, “Perscheid für Schrauber“ (Perscheid for Greasemonkeys). And the talented yet bitter graphic artist is right .

What a blessing: the end of November, 20 degrees Celsius – and such wonderful motorbikes beneath you. All in a world that has moved beyond multi-stage traction control, heated seating and warning vests. The five tuners in question have worked to create perfect forms, creating aphrodisiacs on wheels. Regardless of whether you refer to their creations as café racers, custom bikes or just motorbikes.

A sexologist once said: “We dream of tropical rainforest. But at home we have allotments with garden gnomes.“ Well this here is a jungle of motorcycle passion, the longing for motion, a desire for sensual forms, the pure experience of dynamism. Every corner is a source of joy, every straight a pleasure, every biker meeting a stage. Unforgettable experiences, the wind in your face, with air-cooled engines.