Allyou Need Is the Money

Out on a deserted highway or along a twisty backwoods road, about the time the tach hits 7200 rpm in top, the Bimota SB4 is a work of art. It responds instantly, changing direction, accelerating, stopping violently. The rush of the wind makes the rider’s crouch natural; the engine revving toward redline leaves vibration behind; the attention speed commands makes the hard, barely-padded seat forgotten.

And around town, the Bimota draws stares and glances; curious looks and impressed surveys. It bristles with the look of speed and at the same time fairly shouts that it is exclusive and expensive. Nothing at the intersection looks quite like it, deep pearlescent white with bright red stripes, a red frame, an absence of common chrome.

But there’s another side to the Bimota, a side that surfaces in the wall-to-wall traffic of an urban freeway at rush hour or during a long ride on a bumpy, concrete stretch of Interstate. It is a rider’s neck turned into a cord of strained and sore muscles; of a back and kidneys and wrists that ache at the thought of another excursion into traffic. It is the reality of stiff suspension and an unyielding ride; a strained and awkward seating (crouching?) position that makes a rider look forward to red lights as an opportunity to straighten up and un-kink, a position that is likely to find the rider traveling down the road with left forearm draped across the gas tank to support a contorted spine. It is the bother of vibration so intense that foam rubber grips feel like buzzing lead and fairingmounted mirrors show abstract elbow designs instead of the view behind. The Bimota SB4, then, is good or bad, bad or good depending upon the circumstances.

Bimota is one of a select few. There are other custom frame manufacturers offering exciting chassis kits. In the next several pages you’ll find kits for Honda, Kawasaki, Suzuki, Yamaha, Triumph, Ducati and BMW engines. They are in some ways distinctive, yet they all share a common goal, that of giving the owner an exclusive motorcycle, virtually hand built, but powered by a reliable production motor. These are exciting bikes, both to look at and to ride. And they are not cheap.

BIMOTA

The Bimota is hand built with beauti-

ful craftsmanship: lusterous paint, flawless welds; intricate machining. The Bimota is wonderful not just for what it can do, but also for what it is, how it looks. Interesting parts and details are everywhere on the bike—it’s possible to spend hours fascinated, just looking, appreciating the trouble taken to envision and create the design, to carve and form the machine out of metal and fiberglass.

Bimotas come to the United States as kit bikes, imported by Cosmopolitan

ALLYOU NEED IS THE MONEY

THE EXOTICS

A GUIDE TO CUSTOM FRAME KITS

John Ulrich

Motors on the East Coast and Bimota West (which loaned us the Bimota seen here) on the West Coast. One of the principals in Bimota West is Harry Maillet, better known as proprietor of The Performance Works, specializing in producing bikes for racetrack and street use. Maillet is a perfectionist—when his racebikes reach the grid, they’re waxed and polished and run up front to boot. The man is incapable of doing things the easy way, the fast way, as opposed to the right way.

Bimota West imports frame kits; The Performance Works, a separate entity under the same roof, will happily install an engine (in a customer’s choice of specifications from dead stock to full race) and deliver a complete, ready-torun motorcycle. That’s a good thing in the case of the SB4 kit for the Suzuki GS1100 engine, because the cylinder head won’t fit between the frame rails until material is machined off the cooling fins. The rear of the crankcases must be machined, too.

The Bimota has its roots on the racetrack, but most Bimota kits now sold are meant for street use. The chrome-moly steel frame is uniquely Bimota. The backbone tubes wrap out and around the cylinder head. Triangulated brace tubes connect the steering head to the backbone tubes. Twin downtubes run from the backbone tubes to the front engine mounts. Bolt-in lower cradle tubes fit under the engine and link the downtubes to aluminum swing arm pivot mount plates. The rectangular cross-section chromemoly swing arm is connected to the single rear shock indirectly, through a pivoting link and a set of adjustable tie rods. Shock preload and damping are adjustable.

The Ceriani forks have 40mm stanchion tubes and quick-release, pivoting axle clamps, with an aluminum-plate brace and externally-adjustable compression and rebound damping. The triple clamps are aluminum alloy, made by Bimota. Wheelbase is 56.5 in.

The aluminum composite wheels are made by Bimota, 3.25 x 16 in. front and 4.25 x 16 rear. Brakes are Brembo, dual 11-in. cast-iron discs up front, a single 11-in. cast-iron disc in the rear with matching Brembo dual-piston calipers. The front master cylinder is a standard Suzuki part; the rear master cylinder is made by Brembo. Brake lines are braided stainless steel. The rearset foot controls alone are worthy of lengthy examination, being exquisite aluminum castings with heim-jointed aluminum rods.

The gas tank holds 5.8 gal., is steel, and bolts between the steering head and the rear frame section. The one-piece fiberglass body/seat/tailsection fits over the tank and bolts to the frame rails. The rear fasteners are fascinating: large, fine-thread aluminum bolts about an inch in diameter and hollowed out from the backside. The tailsection incorporates a small compartment for carrying a roll of tools, a map, maybe a tightly-bundled rainsuit or a sandwich. The fiberglass half fairing is frame-mounted with a smoked plastic screen; the rectangular, quartz-halogen headlight is supported from the frame tubes and fits the fairing cutout perfectly.

The base paint is the best we've seen on a for-sale motorcycle, pearlescent white. But the overlaid red stripes are less than perfect, slightly ragged and bumpy on the edges at some points. >

Maillet is a realist. He appreciates machinery but is not deceived by it; he knows what the Bimota does well and what it doesn’t. Which is why Bimota West already has plans to offer, as options, modified fork damping tubes and springs and a Moto-X Fox rear shock with springing and damping to Maillet’s own specifications. He also knows why the Bimota we rode vibrated so terribly—its engine, supplied by Vance & Hines, was built to 1260cc, with heavy forged pistons perfect for producing lots of power and lots of vibration. Maillet’s idea of an ideal GS1100 engine for Bimota use is either stock with 33mm Mikuni Smoothbore carbs and an aftermarket pipe to replace the Bimota system shown here or 1136cc using light cast pistons with 33mm carbs and pipe and everything else stock. We’re inclined to agree.

As shown, the Bimota weighs 499.6 lb. with half a tank of gas. That’s without the turn signals that come with the bike Maillet doesn’t like turn signals. A stock Suzuki GS1100ES weighs 552 lb. with tank half-full, weighed, like the Bimota, on Cycle World’s certified scales.

Maillet sells a complete SB4 with a stock GS1100 engine for $13,989. KB3 (for Kawasaki KZlOOOJs) and HB2 (for Honda CB750/900/1 lOOFs) chassis sell for the same price, with stock engines. A complete, stock-engined KB2 Laser (for Kawasaki GPz/KZ550s) sells for $12,995. Chassis kits without engines cost between $9200 and $9500. Available options include any number of engine modifications and equipment; 280mm fully floating front discs ($350 extra); and 300mm fully floating front discs with four-piston Brembo calipers ($950 extra). Cosmopolitan’s prices for kits and stock-engined bikes are comparable. From Bimota West/The Performance Works, 7854 Alabama Ave., Canoga Park, Calif. 91304 (213) 9995396 or from Cosmopolitan Motors, Jacksonville and Meadowbrook Rds., Hatboro, Pa. 19040 (215) 672-9100.

EGLI

Fritz Egli is Swiss and a former national road racing champion. His Egli Motos has built and sold frame kits and complete motorcycles for racing and street use since 1975. Several successful teams competing in the world championship endurance series have used Egli chassis.

Egli builds frames out of his own steel alloy tubing, using a large diameter main backbone tube. The engine is suspended from the backbone with support from front and rear downtubes. There are no cradle tubes running underneath the en gine. Rear suspension uses a single Bilstein gas shock with adjustable damp ing and preload; the shock runs from the top of the triangulated swing arm to the rear of the main frame backbone, at about a 45° angle. The swing arm, like the steering head, pivots in tapered roller bearings. Both frame and swing arm are nickel plated.

The forks are designed by Egli, with 38mm stanchion tubes and a built-in brace. Damping rates and spring preload are not adjustable, but a wide selection of rates and springs are available at the time of order.

Rake and trail are 32° and 4.6 in.; wheelbase is 58.7 in. Cast aluminum al loy wheels are available in a choice of 3.C x 18or3.Ox l6frontand4.Oxl8or4.Ox 16 rear. There's also a choice of front brake disc size, 11 or 1 3 in. The single rear disc is 11 in. All three discs are cast iron, made by Brembo. Calipers are Lockheed, linked to the master cylinders by braided stainless steel lines. Rear sprocket and cush drive, engine mounts, clip-on handlebars, fenders, choice of dual or single seat, fairing with rectangular quartz-halogen headlight, integrated tailsection/sidecovers, rearset footpegs and controls and 5.3 gal. gas tank are all included in Egli street kits Buyers are ex pected to furnish their own engine exhaust carbu - retors, tires, chain, elec tries and instruments. Options include Krober instruments, nitrous oxide injection, turbochargers and Egli exhaust systems.

Kits are available for Kawasaki 900/1000/1100; Honda CBX; Honda 750/900/1100; Suzuki 1000/1100; Yamaha XT/TT/SR500; and Ducati 750/900 with prices ranging from $6250 to $6750. Complete Egli motorcycles with engine of choice range from $12,500 to $18,500; the $18,500 price tag is for the complete Egli Turbo, a 1200cc Kawasaki with nitrous oxide, a turbocharger and a claimed 180 bhp.

From Rob-Tech Imports, 30 Bonnie Dr., Westbury, N.Y. 11590. (516) 3331228.

HARRIS

Harris Performance Prod-

ucts manufacturers frames and

chassis kits in Hartford, England.

The company’s background includes extensive road racing in both Formula One and endurance classes. Kits are available for racetrack or street use, but we’ll look here only at the Harris street kits.

The Magnum 2 frame kit includes the basic Harris frame, made of round chrome-moly steel tubing.

The frame backbone tubes are widely spaced and heavily braced with cross tubes and triangulation in the steering head area (the steering head uses tapered roller bearings). The engine hangs from the frame backbone; some models also have bottom side rails that bolt onto the main frame. The swing arm, also chrome-moly steel, is similar to a Yamaha monoshock design and connects to a single rear shock absorber made by deCarbon. The rear axle is fitted with eccentric adjusters and the rear shock features adjustable damping and preload. Rearset foot controls, rear brake master cylinder, 4.5 gal. aluminum fuel tank, fiberglass sidepanels and tailsection, taillight and a solo seat are included. All fiberglass parts are color impregnated in a choice of white/red/black or black/red/ yellow. The frame and swing

;;~e The kit vai1ab1e to

Kawasaki 900/1 000/1 1 00s, Honda CBX, Honda CB750/900/1 1 OOFs, and Suzuki 1000/1 100s and the customer is expected to use his bike’s front forks, wheels, brakes, electrics, instruments, controls and handlebars. Kit prices vary for different machines, but the Suzuki 1000/ 1 100 kit sells for $3646 from RobTech Imports and $3250 from Rickey Racer. Extra-cost options include a dual seat.

The Magnum 2 rolling chassis includes everything in the basic frame kit but also comes with Dimag magnesium wheels (2.5 xl8 in. front, 3.5 x 18 in. rear); Marzocchi forks in Harris cast aluminum triple clamps with an aluminum plate fork brace; Brembo discs, calipers and master cylinders; braided steel brake lines; clip-on handlebars; and fiberglass full fairing with dual headlights. Lockheed brake calipers and a Harris 4into-1 exhaust system are optional; the Lockheed calipers can be substituted for Brembo calipers at no charge; the exhaust system costs extra. With the Harris triple clamps, the rolling chassis has a 57 in. wheelbase and rake and trail of 28.5° and 4.25 in. The Harris rolling chassis for a Suzuki costs $5195 from Rob-Tech Imports and $5750 from Rickey Racer.

From Rob-Tech Imports, 30 Bonnie Dr., Westbury, N.Y. 11590 (516) 3331 228 or from Rickey Racer, 755 W. 17th St., Costa Mesa, Calif. 92627 (714) 6310430. >

MAGNI

Magni is an Italian company founded by Arturo Magni, formerly racing chief for MV Agusta. MV isn’t racing anymore and Magni now makes chassis kits for BMWs in two stages of completion. The top of the line kit includes chromemoly frame and swing arm; aluminum fuel tank; fiberglass-and-metal seat base with padded seat; fiberglass fenders and sidepanels; Ceriani 38mm forks with adjustable damping; clip-on handlebars; pegs and foot controls with linkages; EPM magnesium wheels; and Brembo discs, Calipers and master cylinders. The idea is that a BMW owner buys the kit and installs the rest of the parts from his stock BMW, including engine, carburetors, controls and lights. The kit sells for $4050 and does not include a fiberglass fairing; two types of fairing are available at extra cost, a small cafe half fairing ($300) and a five-piece full fairing with bellypan and front panel ($475).

Also available is a kit including frame, swing arm, tank, seat, pegs and foot controls with linkages, rear fender and sidepanels, the kits using standard BMW forks, shocks and other parts. Called the MB1 kit, the simpler model sells for

$2550.

Both kits come with basic instructions and are available from Slater Brothers, P.O. Box 730, Kenwood, Calif. 95452. (707) 833-2622.

MARTIN

Martin chassis kits are made in France and are sold with wheels, brakes and suspension; controls and pegs, bodywork (incorporating a 6.6 gal. fuel tank) and fairing; aluminum engine mounts; and head and taillights. The frame and swing arm are nickel-plated chromemoly steel with roller-bearing steering head and swing arm pivots. The CBX chassis shown here suspends the engine from the frame backbone, as does the stock CBX frame. Other kits have full cradle or open cradle design, depending upon the frame design used by the engine manufacturer.

Martin kits are designed as conversions: a motorcycle owner buys a kit for his bike, then installs his bike’s engine, switches, electrics, carburetors and exhaust system in the Martin chassis. (Kits for KZ1000J Kawasakis require aftermarket exhaust systems; other kits accept the stock exhaust system).

Wheels are cast aluminum, made by Martin, 2.5 x 18 in. front and 3.5 x 18 in. rear. Brakes are Brembo, including cast iron discs, aluminum calipers and aluminum master cylinders. The forks have 42mm stanchion tubes and are made in Spain to Martin’s blueprints. The single rear shock is made by deCarbon and features preload and damping adjustments.

The fiberglass body and fairing come unpainted and in need of detail body putty and sanding. The fairing includes dual headlights. A completely assembled Martin chassis with engine weighs between 50 and 70 lb. less than a stock motorcycle, depending on the particular model.

The kits come without instructions but are assembled as much as possible; that is, the forks and swing arm are installed and motor mount plates and bolts are assembled with the correct spacers, etc. The importers maintain a file on correct fork oil level and other important details, and have a toll-free number to call for help during assembly.

Martin kits are available for most Honda, Suzuki and Kawasaki models ranging from the CBX and CX500 to the Katana and the GPz550. All have 58.5 in. wheelbase and sell for $4995 f.o.b. Santa Ana, California. From Action Fours, 2110-G E. McFadden Ave., Santa Ana, Calif. 92705. (714) 541-5341.

RICKMAN

Rickman Bros. (Engineering) Ltd. is based in New Milton, England and has been building custom rolling chassis for decades. The frames are nickel-plated, chrome-moly steel tubing with full engine cradles and dual-shock swing arms. Wheelbase is 59 in., rake and trail 29.5° and 4.5 in. The steering stem pivots on tapered roller bearings; the swing arm uses oil-impregnated sintered bronze bushings.

Rickman chassis kits come complete with Marzocchi forks (38mm stanchion tubes) and Marzocchi piggyback reservoir shocks. Also included are Brembo 11-in. discs, Lockheed calipers, master cylinders and braided stainless steel brake lines; color-impregnated fiberglass fairing, fenders, sidecovers, tailsection and fuel tank cover (the tank itself is steel and holds 5.5 gal.); clip-on or clubman handlebars; rearset footpegs and controls; and engine mounts. There’s a choice of wheels and wheel sizes: 18 in. wire-spoke/aluminum rims in a range of widths; WM3-18 front and WM4-18 rear Enkei cast aluminum alloy; 18-in. Astralite composite aluminum alloy wheels in several widths; and 16 in. Astralite composite wheels in a variety of widths. There are two models of Rickman chassis, the Rickman CR (or, with the optional dual seat, the Rickman CR Dual) and the Rickman Predator. The Predator differs from the CR in design details (changed to accommodate newer engines) and looks very different. Most noticeable is the one-piece body incorporating the gas tank cover, seat, side panels and tailsection. The Predator fairing is also different.

The customer is expected to provide his own engine, carbs, exhaust system, center and side stands, battery, instruments, electrics and assorted other pieces depending upon the individual motorcycle model.

Rickman CR chassis kits are available in red, black, line green and orange to fit Kawasaki 900/1000; sohc Honda CB750; Triumph 650/750 Twins and 750 Triples. Prices range from $3495 (wire wheels) through $3695 (Enkei cast wheels) to $3750 (Astralite wheels).

Rickman Predator chassis kits come in red/white for Kawasaki 900/1000; dohc Honda CB750/900/1100F; and Suzuki 1000/1100. Prices are the same as CR kit prices, again depending upon type of wheels ordered. From Rob-Tech Imports, 30 Bonnie Dr., Westbury, N.Y. 11590. (516) 333-1228.

THE DARK SIDE

The Bimota used to begin this article is a beautiful piece of work. It’s owned by a man with an interest in Bimota’s American operation. It was built by a master ^ craftsman. No expense was spared. Custom framed motorcycles don’t come any better.

And that’s something that needs to be discussed.

These are different motorcycles. No two finished machines are alike, so it follows that the final product cannot be any better than the work, time and skill that goes into it.

What you can count on is:

The bike will cost more than predicted.

It will take longer.

And the builder will come away with a much improved respect for the people who design production motorcycles.

This is not to criticize the makers and sellers of the frames and kits shown here. By definition they are not building or selling complete motorcycles, although some of the shops can do the job for the buyer or find somebody to do it.

Instead, you get what’s on the parts list. Unpacking the crate, dismantling your production bike and assembling the mixture of new and old is more than a Saturday project. The complete machine is hundreds of parts, and you’ll need some bits you never thought of. Unless you’re a skilled machinist and mechanic, there will be tasks beyond you, and at $25 an hour the fabricator’s bill quickly becomes sticker shock. The same goes for the paint, the used parts that aren’t good enough after all, the hours in line for the registration and title.

The moral? When all is said, done, polished, painted, welded, assembled and tuned, the product, your very own custom road racer, will only be as good as the time, money and skill you supply. E3