December 11th, 2011 | Japanese classics |
About a year ago, I finished reading the final instalment of Stieg Larsson’s “Millennium trilogy”. I found these Swedish crime novels absolutely gripping—and not just because the heroine Lisbeth Salander rides a motorcycle. In two weeks, the US movie adaptation of The Girl With The Dragon Tattoo will be released—so here’s a timely look at how the motorcycles used in the film were prepared. The job was given to Justin Kell of Glory Motor Works in LA, and it’s an insight into a rarely-seen aspect of the film-making process.
“I got the call to meet with [director] David Fincher and discuss motorcycles for a new film he was doing,” says Kell. “I bought all three Larsson books and read them in three days: the character of Lisbeth Salander is killer. As I read the books, I kept thinking that Lisbeth’s bike would be the kind of bike most 20-somethings with limited financial recourses would ride. She wouldn’t have an expensive modern bike: she would have an inexpensive older bike that would be customized to fit her personality.”
Originally, the producers considered using modern bikes. “I had to convince Fincher that we could build vintage bikes to be as reliable as modern bikes. David leaves no detail untouched: he knows that a broken motorcycle can delay production and cost the film company thousands of dollars.” Kell also had to keep the art director happy, make the bike fit the conceptual drawings, and build bikes that would start and perform whenever called upon.
He had 30 days to find, buy and rebuild three late-60s Honda CB350s. “I went after low mileage, original machines in stock condition. We looked at updating charging systems and upgrading performance.” The script called for a lot of high speed riding, plus off-road action on ice and snow. Bikes in movies are usually started and shut down hundreds of times during a day of filming: this means that starter motors have to be rebuilt, and three-wire high-output charging systems installed.
Kell also increased the battery box size, so he could fit a higher amperage sealed battery. “The lighting is always super important in a Fincher film, so the bikes were fitted with HID lamps. All the metal parts were stripped and cleaned, and sent out for paint, powdercoating, polishing or cadmium plating. “We ended up powdercoating the wheels and using bigger gauge SS spokes. We replaced everything: new clutches, new brakes, new wiring harnesses and every fastener on the bike. The motors were torn down to the cranks, we trued the flywheels, did valve jobs and replaced pistons and rings.” The carbs were rebuilt and the fuel tanks were stripped and re-lined. Flat track style seats were installed, covered in vintage glove leather.
“We had to build one bike first to get the final approval from David,” says Kell. “We finished that one in about two weeks.” Fincher gave the okay to build two more bikes, and cast Rooney Mara to play Lisbeth Salander. “She was sent over to me to start teaching her to ride,” says Kell. “She had never been on a bike before, so we had to start easy. I’ve trained many actors to ride over the years, and I must say that Rooney was one of the best. She was fearless, but smart. In three days, we had her doing everything that she needed to do on camera at 35 mph.”
The final two weeks were “mayhem. Getting three full rebuilds together at the same time requires a lot of diplomacy and hundred dollar bills. We had 30 days straight of 16-hour days, but we finished the bikes on schedule. The day after we turned the last screw, the bikes were in crates on the way to Stockholm for the shoot.”
The bikes are now back in LA though, and Kell is tearing them down yet again—this time to prepare for the second film.
[First four images courtesy of Coop. Final two images courtesy of Jacqui Van Ham.]
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November 19th, 2011 | Japanese classics |
This rare Yamaha TZ750 above and it’s sister the TZ700 would make wicked streetfighters, but who would put something as valuable as that on the street? Well, I’ve yet to see it.
But the two-stroker Yamaha below is something probably equally as rare and definitely streetable if you can ever get the carburation right. Nice tin work on this bike. 
This 1984 Yamaha RD350 Streetfighter sports a frame and wheels blasted and powder coated, tank stripped to bare metal ,all painted by racepaint. Rebuilt using either mint used parts or new. New parts include rear disc, seatcover, grips, pads, chain, sprockets, levers, screen and tires (160 rear).
Looks like a brand new factory effort!
Lovely Yamaha RD YPVS with RGV front and rear ends. It has all the running gear, wheels and brakes of the famous RGV, giving the handling and stopping power that the RD lacks.
Seems the RD350 is a favourite for streetfighter builders to use as a foundation for some really professional projects!
We’ll see more of these sweet rides here no doubt, as they seem to lend themselves nicely to transformation to streetfighter machines.
Check out some more Yamaha streetfighters below.
Just as Kawasaki came out with the modern iteration of the Z1 with the Z1000, and made it into a factory streetfighter to boot, so too has Yamaha prouced a factory fighter/power-cruiser.
Wouldn’t take much to make this baby a mean machine. Start by lopping off those cow-horn mirrors. Please.
It will be interesting to see if Yamaha goes streetfighter with this unit. Those of you reading this no doubt hope so!
Then get rid of some visual bulk at the rear end. A general lightening of the MT-01 and you start to get the idea.
No doubt it’s already been done somewhere. Love to see the results!
“The frame has been removed of all unsightly and unnecessary brackets and mounts, sandblasted and anti-corrosion sealed before painting. The engine has been disassembled, all clearances and OEM tolerances checked and refined prior to reassembly. Engine cases are hand polished while the barrel and cam cover are treated with a high temperature coating before hand finishing of the aluminum cylinder cooling fins.
Whilst a great deal of the bike’s accessories are hand-made, there are also several unique and off the shelf items newly purchased including blinkers, handle-bars, LED warning lights, digital multi-function speedometer, braided brake lines, mirrors, rear-a-set billet aluminum foot-peg assemblies, coil-over gas shocks, seat & upholstery, new Michelin tyres, wiring and battery, and of course, new custom paint”.
November 19th, 2011 | Japanese classics |
Early streetfighter motorcycles were inspired by the UK’s café racer movement that thrived in the 50’s and 60’s.
Though they are close cousins and often the same model bike could be very similar in appearance, one would be regarded a café racer and the other a streetfighter. The differences are subtle but instantly reconizable by the oficionado.
Replacing crashed bodywork costs big bucks so having none makes sense. And frequently these bikes were modified 70’s and 80’s Japanese big-bore superbikes with no fairings to begin with. Or had fairings but were bought second-hand with cosmetic damage so the body-work would be gone or removed, creating the signature streetfighter look.
So bear with me if I’ve previously said that necessity is the mother of invention. Makes economic sense to me.
Most mods for streetfighters include radically raised rear sub-frames with solo seats, beefed up suspension front and back, bigger brakes, bigger rear sprockets for acceleration at the expense of top speed, dual front headlights, engine mods for a torquey powerband, chrome and paint work.
Popular classic Japanese fighters include the Kawasaki KZ900,1000 and Z1 series, Suzuki GS1000 superbikes, early Suzuki GSXR streetfighters, and so on into the modern era. Today factories build ready-made streetfighters such as the Ducati Monster and Triumph Speed Triple.
A few manufacturers make a modern version of the Universal Japanese Motorcycle that lends itself to customization and have become a popular basis for the classic streetfighter.
This Honda CB1100F prototype could be a wicked Streetfighter with some flat bars, a raked-up seat and a bit of a clean-up. Use your imagination, because if they don’t build it, that’s all we’ll have.
Have a look at the left-sweeping headers on this prototype. Talk about memories of the Honda CB400f and it’s classic design!
But with a modern 1100cc motor, well, how can you not wish?
Once again, this prototype Yamaha Sakura could easily be made into a classy and tough streetfighter with the right mods. Superbike bars and a chopped-off back end to start. Photoshop it in your head and see what you can come up with!
But there’s many more Yamaha streetfighters that have had radical transformations from regular old universal Japanese motorcycles into superb streetbikes with pedigree, tough looks and great function. The eighties series of FZ bikes comes to mind but we’ll find some earlier ones too.
The Yamaha SR500 motor seen on the right has been stripped down to it’s bare essentials. it’s a perfect basis for a classic Japanese streetfighter motor.
And of course it’s been done. See more Yamaha streetfighters on this link.
See above for a tough looking 1983 Suzuki Harris Magnum streetfighter.
Also check out this Suzuki GS1000 racer! This bike hails from what many folks consider the last golden age of motorcycle racing where plenty of privateer racers filled the grids of pro-racing series grids.
Not so today. You may be a “privateer” but you’ll need plenty of dough to qualify for most pro series races today. Or you’ll need to plaster your ride with sponsor logos if you can find sponsors. Fortunately, there are many “period” racing series springing up for enthusiasts to take their older bikes out and fullfill their need for speed on-track.
November 19th, 2011 | Bobber |
Holy cow! Now this Suzuki SV650 is not a classic yet but as a bobber, it’s one of a kind with the Honda single sided swingarm, super-chopped back frame rails, up-gunned front end and much more. Excellent execution!
Suzuki didn’t sell a lot of GN400′s but suprisingly, there’s still a good percentage of them on the road today. This one’s been given a second life as a lovely bobber.
Check out the creation the builders at Hiroshima, Japan based Heiwa Motorcycles have created. This 2002 retro twin is a great basis for a lightweight bobber. Amazing attention to detail here!
Heiwa Motorcycles is a Japanese bobber builder so you’ll likely have to do some travelling or lots of paperwork to get yours. It’s a shame!
This very nicely done Suzuki bobber is a Savage S40 belt drive. I think it’s an early eighties or even nineties unit which makes it an extremely clean bobber motorcycle. It’s a 650cc thumper and is probably the nicest Savage I’ve seen. There’s bound to be more out there as the Savage seems to lend itself beautifully to being bobbed. Think I’ll go find some more…
November 19th, 2011 | Special |
It was inevitable someone would have the audacity to pare down a Honda Gold Wing to it’s primal self. This streetfighter takes the cake. With it’s Superbike exhaust can, old school fender, and abbreviated fairing, it’s a bold build.
What’s next? Another one anybody?
It’s a tour de fource literally. The tour comes from the Honda Gold Wing it used to be, and the force comes from the five-barrel Gatling gun exhaust cans. Beautiful paintwork, shorty tail and sportbike seat screams heavy-duty streetfighter! 
Elements of both here with a massive swing-arm/wheel/tire combo and modern front end, superbike bars, rear-sets, Omars DTR solo seat and who knows what else improve this unit immensely.
Who knew the Honda Goldwing lent itself so readily to conversion to monster streetfighter? This black bobber’s been put on quite a diet. Shorty front fender, no back fender, and who knows what else has gone into this project.
More obvious changes include nifty up-swept pipes, sport-bike seat, tank and front brake set-up, what looks like a massive dual headlight and everything that could be black is black.I suspect there’s a lot more going on here than is apparent to the eye but this sure is one mean streetfightin machine!
Here’s a fellow I’ve been conversing with lately on the Cycle Canada forum website. He’s brought this impressive Wing to all our attention.
Check out the modifications listed below and you’ll see the effort that has gone into creating this slick beast. I’m becoming a big fan of cafe and streetfighter versions of the old Honda GoldWings!
This is the “before” picture and it just shows what a transformation the GL1000 has gone through. Oldboy has the knowledge and the tools to get to job done, clearly!
Mods are:
- 1975 GL1000 front & rear hubs, with 16 X 3 “Harvey Donaldson” rims
- GL1000 final drive to mate up with hub, mounted on the original 1100 swing arm. To do this you must graft in the left side of the 1000 swing arm. This allows you to mount the 1000 rear brake and use 1000 rear shocks. The neat thing is the 1000 final drive is a 3.40 ratio so you get a little more zip.
- Rear of the frame rails were lopped off, the muffler/rear peg mount was relocated up the frame rail
- Rear fender is the lower section from the Aspencade … chromed
- Front fender is a CB900, reversed and replated
- Ebay turn signals and risers for the drag bars
- Custom made seat a knock off of the popular gunfighter seat by Corbin
- Paint is Lamborgini yellow, Mustang grabber orange & black
- All original hardware Zinc plated
- Carbs and motor were freshened up
- Everything was blasted and painted
- Progressive front springs and 20 weight fork oil
- Fork brace
- Fully detailed
The builder of this extraordinary GoldWing goes by the name of Oldboy and a more detailed account of his trials and tribulations can be found on the ngwclub.com website, catering to all the early naked GoldWings!
Says Oldboy,
“I built this bike with the idea that this is something Honda could have built. With that in mind there are no modern technology pieces.”
Too late for Honda, but not too late for Oldboy.
