Lose weight: A guide to lightweight American motorcycles - bobbers

Old School Racer

You remember that a real bobber is, first of all, a sports motorcycle?
A racing bike simply needs a decent engine. Like most components and assemblies, the new Bobber borrowed its engine from the T120 model. Before installing the 1200 cc parallel twin in the frame of the new model, its design was modified and its characteristics were partially changed. In particular, a new intake system with a bifurcated airbox, a latest generation fuel injection system, and a different exhaust system were used on the motorcycle. As a result of manipulations with the power unit, the maximum power value decreased by 3 “horses”, reaching a very modest 77 hp. With. To be fair, it is worth noting that the British “two” now reaches its peak power at 6100 rpm – 450 rpm earlier than its predecessor engine. However, you forget about the maximum power indicator on the first free section, where the road situation allows you to accelerate properly. An impressive 106 Nm of torque, available already at around 4000 rpm, accelerates the 228 kg motorcycle very excitedly. After a dozen dashing accelerations, you definitely begin to understand that the “1200 HT” nameplate (HT – high torque in English) is not for nothing that adorns the Triumph Bonneville Bobber engine.

Sadly, the braking system of the British bobber apparently fell victim to the specialists working in the Triumph design center. In an effort to bring the new model into line with the canons of style, where there is only room for one brake disc on the front wheel of a bobber, the islanders have seriously tailored the braking capabilities of the motorcycle. The modest potential of the 310 mm disc and Nissin 2-piston brake caliper is only enough for a smooth and measured ride. For dynamic city driving and emergency braking, assistance from the rear brake circuit is almost always required.

Like a true athlete, albeit an “old school” one, the Bonneville Bobber knows and loves to turn. Despite the fact that the frame and rear swingarm of the motorcycle are made of ordinary steel pipes, and the diameter of the KYB front fork is only 41 mm, the motorcycle steers surprisingly obediently. Thanks to the low-mounted engine, short-travel, low-angle front forks and simple KYB monoshock for its ability to corner quickly. By the way, the settings of the latter on roads with poor surfaces will seem to many to be too harsh, but on good asphalt there are no complaints about its performance.

The very specific driving position of the Triumph also contributes to quick cornering. A low seat, a wide handlebar and footpegs located quite close to the driver create a collected and, in its own way, even sporty, but by no means the most comfortable, position. During long trips behind the wheel of a Triumph Bonneville Bobber, the back and lower back are the first to give up, and then the butt begins to beg to stop. On the other hand, few people would think of going on a trip, albeit in a pseudo, but sports car, the volume of the fuel tank is only 9.1 liters. No, this Triumph was created exclusively for urban racing!

How to make a bobber from the Urals or Dnieper

In the process of developing a bobber project from a domestic motorcycle, it is necessary to carefully think through all the details so that the custom turns out to be harmonious. A motorcycle usually goes through the following stages of modification:

1. The old bike is completely disassembled.
2. The frame is cut down and takes on a triangular shape.
3. All excess parts are trimmed and discarded.
4. Wide wheels are selected.
5. The front fender is removed, and the rear fender is made shorter.
6. The engine is rebuilt and polished.
7. The motorcycle parts are painted.
8. Other stylistic modifications are being made: seats, mirrors, etc.

The most labor-intensive part is, naturally, altering the frame and installing the wheels. But in general, Russian customizers do all the work during the winter and spend about 60,000 rubles on the whole process. However, the cost may increase if you buy some special tuning elements.

Popular custom Ural-bobber models

Ural M67-36 Bobber

Donor: Ural M67-36 1979.

Stages of work:

• Disassembling the entire motorcycle and polishing all engine parts.
• Installation of pistons with a diameter of 79 mm from VAZ.
• Replacement of springs, valves and head gaskets.
• Extension of the kick starter leg by 5 cm.
• Reducing ground clearance by 10 cm.
• Changing the angle of the fork and shortening all its parts by 7 cm.
• Changing the design of the rear suspension and lengthening the frame, cardan and rear pendulum by 15 cm, as well as changing the mounting for the seat.
• Personal assembly of wheels from rims and spokes and installation of 19-inch tires.
• Installation of a custom-made electronic ignition system.
• Lengthening and giving a teardrop shape to the gas tank from the Ural M-61.
• Restoration and installation of headlights and dashboard also from Ural M-61.
• Purchase and installation of new turn signals, air and fuel filters, electrics, mirrors, brake lights.
• Polishing throttle and clutch handles.
• Manufacturing and fastening of fiberglass wings.

Ural-Bobber from Kaliningrad

Production time: 1.5 years. Authors of the project: Vyacheslav Kh. and Grigory Dolotov.

Stages of work:

• Engine overhaul.
• Frame and fork conversion.
• Installation of old Russian parts: stainless steel handles and footrests, tractor headlight, turn signals from ZIL-157, gas tank from Izh-49, steering wheel from K-750.
• Custom-made seats made of genuine leather and muffler.
• Painting a motorcycle in khaki color.

Ural-bobber from Novosibirsk

Donor: Ural M72, 1954. Author of the project: Roman Molchanov.

What was done?

• The frame was overcooked and the fork was remade, both became shorter by 5 cm.
• Instead of the front wheel, the rear wheel of a Kawasaki Vulcan 800 motorcycle is installed, and the rear one is made by hand. They were fitted with tires from Shinko model 270 Super Classic.
• The headlight is from a tank, and the rear is from a truck.
• Hand made rear fender.
• Engine updated.
• The exhaust system is made by hand from stainless steel with baffles inside.

Old school bobbers.

Minimalist designs with all the attributes of an old motorcycle. Engines - Panhead, Knucklehead, even very old Flathead, sometimes old British engines are used. The frame is from an old Harley, the fork is Springer (most often) or Girder. Often manual gear shifting (“Suicide Handle”), lack of front brake. Drum brakes.

Here's an example with an old Flathead engine.

Also a canonical old-school bobber.

But this is old-school, but it’s no longer quite a “true” bobber. Hydraulic fork and single cylinder motor.

It’s also not “true”, since this bobber is built on a Yamaha base, but it looks old school.

Bobber style motorcycles

Do-it-yourself Moto Bobber is a significantly redesigned serial bike, from which a lot of components and monolithic structural elements have been removed to reduce the overall weight. The main goal of mechanics at this stage of working with two-wheelers is to rid the steel horse of not particularly necessary filling, without which the running characteristics of the bike will only improve. So, the tidy (dashboard, including speedometer and tachometer) is often removed from the motorcycle. In addition, the bike loses elements of the sound signal system and wind protection fairings.

Most designers, when creating a Bobber motorcycle with their own hands, refuse to place a brake system on the front wheel. In their opinion, a front shield (fender) is not needed here. The modifiers' actions also include shortening the bike frame, trimming the muffler of the motorcycle exhaust system, reducing the main headlight of the iron horse, and eliminating the rear pencil case.

The seat on the steel horse is replaced (with a single one, which is much less massive than a double one). But they can leave the large fuel tank. Interestingly, a smaller battery is often installed on this beautiful type of “free” transport.

Bobber motorcycle photo

The idea of ​​creating a bike of this concept goes back to the wartime era of the 20th century. Since the beginning of the 1930s. American motorcycle racers at that time began to race on dirt roads on something resembling a Bobber-style motorcycle. To improve the technical characteristics of steel horses, they then began to remove as much excess as possible from them. And the lightweight urban design of such two-wheeled vehicles fit well into the Californian fashion of more than half a century ago.

During the garage preparation of the bike, specialists not only mercilessly got rid of its excess weight, but also improved the design of the Bobber motorcycle, the photo of which you see. Buying such a beauty these days is not at all difficult. Even many compatriots customize their Soviet Ural, Izh, Java, Voskhod and Minsk to this style of iron horse. Moto bobbers have become truly iconic not only during races at the bottom of dry American salt lakes, but also at various kinds of design competitions for mechanics.

The main difference between the above type of motorcycles and choppers is the absence of a high and long handlebar, the presence of more massive wheels and a shortened front fork. In addition, the classic representative of the “Bobbers” stands out for its tightly built silhouette, in which there is nothing superfluous.

The whole truth about “Garage Custom” from scratch using the example of a bobber from Honda Steed

Many of us, driven by a desire for a sense of beauty, have more than once thought about any alterations and modifications to our motorcycle. However, possibilities do not always catch up with desires, which sometimes leads to a lot of problems, which I would like to talk about today, using the example of my bobber from Honda Steed.

Hi, gang!

When people ask me what kind of motorcycle I have, I try to move all the gears of my brain at once to give an answer that doesn’t lead to more questions. On the one hand, this is a 1992 Honda Steed 600, which I bought on New Year's Eve for one sole purpose - to become a bobber. And it’s one thing - when you talk to someone who is a motorcyclist himself and after the words: “homemade bobber from Steed,” this person draws a clear picture of this motorcycle, nodding his head approvingly (or not, but the essence is still clear to him). It’s a completely different matter when the conversation is with a person who knows about motorcycles only from his drunken youth in the village, or even doesn’t understand anything at all. The consciousness of such an average person may simply be broken by the formulation indicated above, after which the saliva of confusion may begin to come out of his mouth, and his eyes will move along different axes. Many will say: so why engage in dialogue with such people? But what should I do if I am not yet so experienced in the motorcycle world, and I am still surrounded not only by bikers.

It would seem that there is a wonderful word “custom”, a word that can justify any intervention in the design of a motorcycle, at least to oneself. But, again, even this word is not familiar to everyone, and sometimes the gears in the head misfire, recklessly sending it out of the mouth, giving rise to a lot of awkward questions that it is advisable to answer so as not to offend the interlocutor. After all, you still have to work/communicate/interact/live with him.

“Custom? And what is it?". But indeed, it is not so easy to answer this question unambiguously. There are workshops that receive money for their work. Motorcycle tuning is their life and bread. Do they make custom? Definitely yes. And then there are us guys who, after watching enough movies and pictures on the Internet, decide to pick up a grinder and saw, cook, saw again, and so on. Is this considered custom? Well, in theory, yes. Is it fair to put professional workshops on the same level as garage “customizers?” Probably not…

And in the meantime, while you are going through this whole thought process in your head, your interlocutor already has time to go get coffee, smoke a cigarette and come back. Therefore, I simply say: “Garage custom.”

The story of my “beaver love” began long before the acquisition of Steed. Or rather, the Honda Steed was the first motorcycle that I had my eye on in principle. And when I found out what a bobber from such a motorcycle looks like, I also found my first goal. And so, five motorcycles later, the last of which was wrapped around a turning car (he also became the sponsor of the bobber’s construction), I began to walk towards my goal. First, a donor was found - which was purchased for 120,000 rubles in the middle of winter.

And here was the first mistake of the “Garage Customizer”: “cutting leads to falling.” Advice for beginners - do not skimp on the donor, components and services. What could have been done for relatively little money with minimal effort turned into a terrible epic with a lot of fuss and nerves. In my case, the main mistake turned out to be a too tired motorcycle, which cannot be completely restored. But first things first.

Once I already tried to do something with my own hands. That time, my victim was a 1989 Honda Bros 400. I bought it in the middle of the season due to the death of the main motorcycle, with the goal of riding me until the end of the season. However, I suddenly became wedged, and I wanted to try to make a “Scrambler” out of it. The lack of skills, equipment and common sense led to the realization that the base was unsuitable, and the project was curtailed, re-qualifying as a meticulous restoration to factory condition and subsequent sale.

In the case of Steed, the decision was made to immediately cross the point of no return, so that there were no longer any options to move away from what was planned. Therefore, on the same day that the motorcycle arrived at the base, its ass was cut off under the spine, which gave rise to a whole wave of jokes from those around him. This was already the second mistake, but from a design point of view. Since I abandoned the idea of ​​​​making a “cracker”, underestimation was not an option for me. Which, in turn, would leave an ugly “hole” between the rear wheel and the future seat, which had to be covered somehow. In parallel with the thoughts, further disassembly was underway, and a creative crisis ensued. When faced with a series of difficulties, it is quite easy to go off the intended path, falling into the abyss of despair.

And at this stage, thanks to my faithful friends who simply did not let me do this, rushing headlong into the project and taking on the lion's share of the troubles, which I would not have been destined to cope with any time soon. For the first time in all the time we were working on the motorcycle, there was an action plan with specific tasks, instead of chaotic shredding of iron.

To start, the subframe that was sawn off on the first day was welded back in place with the goal of cutting it a little further, leaving “horns” that would cover the very gap that I didn’t like, and also act as brackets for two removable flagpoles . At the same time, I was preparing the engine for painting, pouring it liberally with paint remover and cleaning it with a wire brush.

When the “horns” took the form that I imagined, it was time to work on the rear wing. Since the prices for making wings from a sheet of iron on the English wheel were “biting”, it was decided to take the path of less resistance and make a wing from a ready-made one from another motorcycle. Scientific research led me to a garage cooperative, where a rear wing from the Dnepr MT was purchased, which, after a series of alterations, took its rightful place on the motorcycle.

The front one was made from the original one by shortening it. The seat was bent with a sledgehammer in a vice made of 6 mm steel sheet. At the same time, work was going on on the steering wheel, seat, a number of small details and preparing everything for sending for powder painting (except for the engine, I decided to paint it myself). When the entire motorcycle was smeared in an even layer throughout the workshop, everything was collected in boxes and sent to the sandblaster with powder. And here the very first mistake surfaced again: the work was entrusted to a person who did not want to use his head once again and thereby caused a lot of trouble, which was due to the attractive price tag for the work.

When we arrived to pick up the parts and frame, everything looked quite civilized, all the holes and threads were sealed (by agreement, the elements circled in yellow could not be touched), but the valve covers and engine covers had noticeable potholes under the paint, which was due to their strong corrosion from the very beginning. In the areas of the outbreaks, the metal softened and sandblasting only made them deeper, which again indicates the need to select a donor in the best condition from the beginning.

Problems began when the valuable cargo was delivered to the base. Many people are familiar with the problem of searching for and selecting bearings for a steering wheel. Many of them are very difficult to find, but the ones I had looked very decent and there was no play in them. Therefore, it was decided to try to save them so as not to prolong the already protracted project. When we started peeling off the reinforced tape that covered all critical areas, the degree of indignation only grew. All mating planes, all bearing races and much more were simply damaged by sand. This fact not only added additional costs, but also greatly delayed the assembly stage due to the need and search for the necessary bearings.

However, we managed even with this and started assembling. The sandblaster's jambs were opened one after another, but everything was solved one way or another. And so, the pendulum and motor took their rightful place. And the painter had just finished working on all the other parts of the motorcycle. The final stage has begun, and despite the fact that there is no point in describing everything due to the simplicity of the tasks (clean the bolt, put on a new clamp, make a gasket, run the thread, stretch the wire), this stage was very energy-consuming and drained the last of our strength.

Day after day, after working full time, I had to go to the workshop, finishing the motorcycle until late at night. And now, the moment has come. The first start of the engine, the first meters under its own power. The time has come to move from one workshop to another for a number of reasons. First trip to the city, without turn signals, mirrors, brakes. As I walked, brake fluid flew into the open visor of the helmet, abundantly spraying my happy face with burning drops. We did it, we got what we wanted.

This motorcycle brought together many people who contributed to it. Their names will be immortalized on a brass plaque at the front of the bike, the installation of which will mark the final stage of the project. Yes, this bike still has a lot of problems like air leaks, unstable idling, no brakes, power wiring problems, and some parts are simply not finished yet. But that’s the point of “Garage Custom.” There is no client here who needs to present a finished product within a given time; there are no requirements here other than his own “I want”. But here there will always be that same “lamp” spirit of alterations with your own hands and the sweetest taste in the world: the taste of victory.

In such projects, the issue of opportunity is always in the foreground, which in turn consists of finances and experience. Experience comes with time, and no one is born with a golden wrench in their hands. Step by step, from simple to complex, we are improving and moving towards the goal. I have been accused many times: “You have seven Fridays a week!” Yes, yes and yes! Because this is precisely the evidence of progress. And, for example, if just yesterday I could not sleep, because of constant thoughts about the fuse box, which, without their original side covers, were exposed to the elements of nature, exposed to the wind, dust and rain, then today I already know that the solution that it was literally just in my head - it’s no longer necessary, because you can just take a sheet of iron and bend it into a box in which everything will be placed.

Just yesterday I couldn’t even think that this was possible, and then they poked my nose, gave me a grinder and said “Do it!” And I did. And now this seemingly trifle has become almost the crown of the design of the entire motorcycle, the starting point with which experience comes, and it, in turn, will certainly influence everything you do next. And the projects themselves, built with their own hands, carry inspiration for everyone else. After all, if we could do it, so can you. The main thing is not to overestimate your capabilities. This is my third and biggest mistake. And I am grateful to those who helped me solve this mistake, but not everyone has such people. Therefore, sensibly evaluate yourself, your experience, knowledge and, of course, your finances. From the very beginning, I was overcome with excitement: “Is it possible to make such a motorcycle by investing 30 thousand rubles in it, as everyone around says?” It’s possible, for sure, but will the result meet your expectations? Personally, having crossed the barrier of 30 thousand rubles at the very beginning, I simply stopped counting. I became completely uninterested in how much something costs. I wanted results, and I couldn't have achieved them by skimping on every screw. We live in a time when everything can be bought from China at absolutely ridiculous price tags. But believe me, it’s not 2005 now, and you can’t fool anyone with Chinese fire, and the project will turn out to be as ridiculous as the costs for it. And no, don’t think, I’m not a prude, I’m not trying to deceive anyone by proving that it’s not cheap. It happens, but not everywhere. The fasteners from the broken Desperado perfectly found their place throughout the bobber, the exhaust was bought in garages, a couple of little things still came from China, but it is always important to maintain a sense of beauty without skimping on your taste. After all, I repeat, the sweetest thing you can get in the end is the taste of victory, and it is either genuine, valuable, intoxicating, or it is not there at all and it is all just self-deception. No, this does not mean that either do it difficult and expensive, or don’t do it. Do it, just start simple. From what experience will give you. It will teach you how to save money, work effectively, and use your time. And before you even have time to look back, you will be finishing your tenth serious project, and your work will be talked about on every corner. #honda #hondasteed

Motorcycle "Bobber"

Returning to the main difference between this type of motorcycle, it is worth immediately clarifying which parts need to be replaced most often: seats, headlights, battery and gas tank.

All of the above elements are replaced with lighter analogues.

They are not removed for obvious reasons: without these elements, the motorcycle will simply be unsuitable for safe (or at least any) riding.

The essence of tuning is to reduce weight without changing technical and driving characteristics.

You can also permanently remove such parts from the motorcycle as: the windshield, the horn, the protective racks of the motorcycle, the entire front fender, the rear suspension, the front wheel brakes, the muffler, as well as the speedometer and tachometer.

Also, from time to time, motorcycle fasteners that do not have a “global” meaning are removed.

The history of Bobber goes back to the distant “rockabilly” 30-40s of the last century. At that time, the first motorcycle clubs were founded in America, and accordingly, the bike subculture was developing with all its might.

Motorcycle clubs tried to keep up with competitors and send their representatives to races, which were gaining more and more popularity.

The main problem for the competitors was the technical capabilities of the motorcycle. At the time of the 30s, Harley-Davidson was widespread, and its models were distinguished by their enormous weight and disproportionately weak engine.

It was necessary to modernize the motorcycles to suit the conditions of racing on dirt roads. The wings were removed so that the ground would not get clogged under them, and the design was changed in every possible way to reduce weight.

Due to the unstable economy, Bobber Style motorcycles were not just racing motorcycles. They had to ensure safe driving everywhere, both on competition tracks and on city roads.

The main idea is based in three parts:

1. First and foremost, a motorcycle is just a means of transportation;
2. The motorcycle must be designed to overcome dirt tracks;
3. The bike should be simplified as much as possible, everything that is mediocre should be removed from it, but the riding ability should remain intact.

Communities › All Oldschool › Blog › Bobber over the weekend part 2. The construction process.

Good day everyone! I will continue my story about building a bobber-style moped. The first part is here.

Because When choosing a donor, the main requirement was that he be technically sound - otherwise they would not have met the deadline. We have: Regal Raptor moped, 72cc, centrifugal clutch.

Describe the elimination of minor technical issues. There is no point in shortcomings such as replacing the pads, speedometer cable and muffler gasket.

So let's move straight to the exterior.

So, after a quick inspection, they asked to be thrown into the trash: a gas tank from a modern motorcycle a la a scoop sport; a seat that clearly showed the plebeian origin of the bike; rear wing; the brake light is the size of a small helicopter).

I purchased a gas tank from Riga (12 I think), a Ural/Dnepr frog seat, and a cunning flashlight I got with the donor and was supposed to become a brake light.

Bolts and nuts + cap nuts were also purchased at the construction market. Well, I bought a bunch of different paints, 100 grams each. In order to paint it. But I haven’t used it yet, I just blew it out black and coated it with matte varnish.

To attach the seat and brake light, the frame required little intervention. At the same time, they strengthened her little one. We also welded the brackets for the tank, rear fender and ignition switch.

We should also talk about solving the issue of styling the front wheel. There was no reason to look for suitable whitewalls, plus they won’t last long on such tire sizes. A solution was found: I bought a Plasti Dip bottle, just the color I needed - beige. I washed the wheel, masked it, degreased it and blew it on each side in 4 layers. The result exceeded all expectations! This thing really turned to rubber! Looks amazing! I wish I could hold on)). Well, practice will tell.

Recognizable appearance

The first thing we can say is that the style is still based on classics. They don't build motorcycles like this from superbikes, that's all. In general, a bobber is a motorcycle, photos of which inevitably cause delight even among those who are very far from bike culture. And the approach of the rumbling, sparkling apparatus unbearably resonates in the soul with the desire to ride at least on the back saddle. So, the distinctive features of the style: lightweight design, chrome, leather, a bunch of designer features. Often, but not always, a bobber does not have a front fender. This is a tribute to the style and memory of the founders. After all, in those days, asphalt roads were rare in the States, and long races on dirt roads would cause dirt to accumulate under the fender. Often, the design of a bobber does not provide for the presence of a rear saddle, and this reflects not only respect for the original sources, but also the conviction that a real biker is always a lone wolf.

The history of bobber motorcycles.

The style began to emerge in the 30-40s of the 20th century in the USA. The impetus for the appearance of such motorcycles was the prevalence of motorcycle racing on a dirt track. At the same time, the first motorcycle clubs had already emerged, that is, bikers already existed as a subculture. And of course, motorcycle clubs tried to compete in races.

Naturally, in the USA at that time, mainly Harleys were common, that is, heavy motorcycles with far from the most powerful Flathead engines.

Such motorcycles had to be modified to participate in racing. In order to prevent dirt from getting under the wings, they were cut off or dismantled, but in order for the motorcycle to ride at least a little faster - in general, its design was significantly simplified.

Thus was born the bobber, a dirt track racing motorcycle.

But the US economy was not going through the best stage; the population as a whole had no money. And so the bobber became not just a motorcycle for racing, but also a means of transportation. The main idea inherent in Bobber Style at birth is that the motorcycle must independently get to the race track, and then take its owner home. That is, a bobber is a racing motorcycle for every day, paradoxically, but true

Bobber is a motorcycle for riding!

The evolution of the Bobber Style.

The evolution of Bobber Style is very typical. As we understand, at first bobbers were motorcycles for the poor. After World War II, a style emerged that was strengthened and popularized by cinema, and in particular by the film The Savage.

Then the United States gets involved in the Vietnam War, hippies appear, “Easy Rider” comes out and the era of choppers begins. Bobbers go out of fashion for a long time. The revival of style took place in the nineties, and now there is an inevitable shift towards glamour. We didn’t catch all this until the last stage, because we lived in the wrong country, which is a pity. In my opinion, Bobber Style is inextricably linked with the American old school, and what is now happening at world motorcycle shows is not entirely correct. An abundance of chrome and glamor are not for these motorcycles. But this is IMHO, so don’t throw slippers!! O_o

In any case, there is such a style, it has formed, very cool designs come out of the hands of customizers, so it’s time to admire color photographs of bobbers.

In general, at the moment we have old-school bobbers and new-school bobbers. The main features of the style were a direct landing, a dry frame (though not always), minimalism in details and the absence of a front wing. Everything else can be improvised.

2Sult › Blog › Building a Bobber (how two crooked motorcycles were remade) Part 1

I welcome you to my personal blog, there is no Camaro here, which means it’s not very interesting... Although my equipment will also appear here, which means that there is a small chance of getting a couple of likes))
Part one, purchase. (Ps - a lot of letters)

Until recently, I didn't know much about motorcycles. There are choppers and sports bikes, as well as motocross bikes. This is where the division of motorcycles ended for me. After my friend Gleb GlebRublev bought a motorcycle last summer, I began to delve deeper into the study . Plus, a friend’s purchase of a motorcycle spurred the desire to buy something two-wheeled myself.

. My friend spurred my desire to buy a motorcycle very much, I sincerely envied Gleb, in a good way of course)

So, back to the topic. I like choppers/cruisers, I don't like sports. Accordingly, the choice was among them. Of course, I really wanted (and want) a Harley, Sportster 48, but a number of reasons led me away from buying this bike. Then I discovered the class of bobbers and cafe racers, and began to study the market on this topic...

September. On Auto.ru I came across an ad - suzuki intruder, ’94, volume 400, 75 thousand rubles, according to the photo, excellent condition.

With an average price of 120 thousand for this bike, the ad surprised me. BUT it was quite easy to check, the address indicated in the form is right next to my work. I called Gleb and said let’s go have a look. I immediately called the owner of the motorcycle and arranged a meeting.

I went to see him twice. The first one is to look, the second one is to buy

. The motorcycle turned out to be really in excellent condition, as far as possible for a motorcycle born in 1994, the price is low for reasons that I will not name, it’s personal enough.

Next is the most interesting thing at this stage. I have almost no experience, so Gleb and I went to the site near his house, where he began to tell me all the basics and where I got behind the wheel of my own motorcycle for the first time. I left for the city at the end of the second day, the training was too easy for me, I listened very carefully to my friend and did absolutely everything he told me. Of course, I didn’t have any excessive confidence in my abilities, since I was aware that I had no experience and that this was a rather dangerous type of transport. I approached my studies quite responsibly; for the first few days I traveled only with Gleb, under his cover.

My motorcycle was hung with some kind of panniers, it had some kind of wretched windshield, it had a wretched back seat and backrest, in short, everything that infuriates me wildly. So the first thing I did was take off all the panniers and racks and throw them to hell.

So I became the owner of a motorcycle that could be converted into a Bobber, with my own hands. Without any experience or any specific knowledge. Gleb volunteered to help me, for which I thank him very much!

It turned out to be a great hobby, work, entertainment and relaxation, in which I, my close friend, and most importantly, my father participate.

Thank you all for your attention, the second part will be coming soon.

Source

Egoist

2017 onwards, 1200 cm3, 77 hp, 228 kg (curb weight),

180 km/h, 999,000 rub.

Photo: Elena Safonova

In the photo: Alexander Barkalov

It’s unlikely that anyone would argue with the statement that classic motorcycles are now at the peak of popularity. This is also confirmed by motorcycle manufacturers, among whom even the slowest ones always offer a couple of retro models, be it the notorious cafe racer or a scrambler aiming for country roads.

Guys with rolled-up jeans coming out of barbershops can tell you as much as they want about the historical roots of such motorcycles, describe the rebellious times of the origin of styles, or even refer to the special lifestyle of the owners of such motorcycles

But the main and, perhaps, the only reason for buying a classic motorcycle is its bright appearance and, as a result, close attention

Attention from other motorcyclists, ordinary passers-by and representatives of the fair sex. The owner of the new Triumph Bonneville Bobber is absolutely guaranteed to get everyone's attention!

Bobber Mason continued...

So, I’ll tell you a little about my motorcycle. I started making it in 2014, successfully purchased a decent amount of parts, now it all costs more, or you can’t buy it at all, like this rear chrome-plated rim in the photo from the Ural Wolf motorcycle, they haven’t been produced for a long time. I tell you what and how it was done in the video, if anyone is interested)

And about sawing wings at home

I'm waiting for your fiery comments)

Narcissist's weapon

The undeniable advantage of the latest generation of classic motorcycles is the fact that even though they are dressed in a retro shell, they are mostly imbued with the most modern technologies. Therefore, even while driving a motorcycle with the appearance of your grandfather's Java, you can fully enjoy the fruits of civilization. Like the rest of the classic Triumph range, the Bonneville Bobber boasts an electronic throttle that allows you to select the motorcycle's settings; can flaunt the presence of an anti-lock braking system and traction control; has every right to trump the presence of a standard immobilizer and even a slipper clutch.

All these advantages make driving a Triumph bobber comfortable and safe, but in the end they play absolutely no role in the purchasing decision. The key factor, as before, remains the bright appearance and unique charisma of the device from Hinckley, forcing passers-by to stop and watch the retreating noble murmur of the British “two” with approving glances.

Additional accessories, of which there are a great many in the company’s corporate catalog, will give this motorcycle even greater individuality and showiness. Tuning exhaust systems, various steering wheels and custom seats open up real scope for creativity, allowing you to realize the most daring ideas for creating a unique motorcycle worth over a million rubles! Let those who have this million decide whether it is a lot or a little for a dream motorcycle. But, for reference, similar offers from other manufacturers will cost much more.

Characteristic features of bobber-style motorcycles.

Let's look at the classic bobber as an example... using the example of motorcycles from Stanley Kramer's cult film "The Wild One" with Marlon Brando. The film was shot in the 50s, that is, during the heyday of Bobber Style. In this film, in addition to cool bikers, there are also classic bobbers and racing on a dirt track, if anyone remembers.

In The Wild One, Marlon Brando (Johnny) rode his own bobber based on the Triumph Thunderbird 650. Such motorcycles were quite rare, they were imported to the United States in small quantities. But Lee Marvin (Chino) appeared in the frame on a Harley.

Take a close look at their bikes: these bobbers are completely ready to race!

They have wide handlebars.

Direct landing. Fork - Springer. By the way, regarding forks, Springers are recognized as the most “true” option for a bobber.

"Savage" had a major impact on the motorcycle community, becoming a cult film and setting a trend. A few years after its release, motorcycles appeared that had nothing to do with racing on a dirt track (and in general, after the war, asphalt had already appeared in the States), but which perfectly absorbed all the characteristic features.

In this photo we see a classic bobber. Springer, dry frame, straight seat, wide handlebars. Well, the front wing is missing.

Now notice that the motorcycle is standing on the asphalt. The roads have already appeared, and dismantling the front fender is just a tribute to style! Also a characteristic feature of bobbers is that they have essentially a stock frame.

The fork angle does not change, and the frame itself does not lengthen. A bobber frame is overcooked only if it is impossible to fit a larger engine into it (For example, EVO engines do not fit into Panhead frames, etc.)

Another characteristic feature of bobbers is that they have essentially a stock frame. The fork angle does not change, and the frame itself does not lengthen. A bobber frame is overcooked only if it is impossible to fit a larger engine into it (For example, EVO engines do not fit into Panhead frames, etc.)

Lose weight: A guide to lightweight American motorcycles - bobbers

American veterans returning from the fronts of World War II to a deafeningly quiet peaceful life quickly found something to satisfy their adrenaline hunger. They gathered in motorcycle clubs, traveled around the country and, of course, organized races. Thanks to them, bobbers were born - motorcycles that could take their owners to first place in competitions and would be more or less suitable for everyday use.

But times are changing, and today it’s only possible to imagine a bobber plowing a dirt oval track in a deep skid only in a nightmare. These motorcycles are built by craftsmen on individual projects using vintage components, cost a lot of money and are cherished by their owners in every possible way. You can learn about how they came to their form, what a “suicide handle” is, and what a proper bobber driver never leaves his garage without in this FURFUR article.

The bobber style took shape precisely in post-war America, although its origins arose even before World War II in the same States. More and more people switched to two wheels, united in clubs and organized amateur competitions. But the raging Great Depression at that time and chronic lack of money did not allow enthusiasts to buy a “combat” motorcycle for track days in addition to a motorcycle for every day. We had to race in the same thing we used to drive to work or to visit a neighboring state.

1. A representative of the 13 Rebels motorcycle club, founded by World War II veterans, and his bobber. 2. Jack Nicholson on a Harley bobber. 3. Poster for the film about the motorcycle gang “Troublemakers.” This is what Jack Nicholson wore in his bobber. 4. Participant in one of the races. 5. Still from the film “Savage” with Marlon Brando.

There was only one way to reforge an old-fashioned and very heavy American motorcycle into a conqueror of unpaved (asphalt was not everywhere in the USA in those days) racing ovals - by unscrewing and cutting off everything unnecessary from it. First of all, the front fenders flew onto the garage floor. The wings were made of metal, weighed a lot and prevented the wheel from rotating due to the fact that dirt accumulated between the wing and the tire on the track.

The bobber theme received an exciting continuation after the war. Veterans who returned from the fronts brought back with them the experience of turning screws and impressions of European motorcycles - as a rule, faster, lighter and suitable for high speeds and competitions. The achievements of the European school of motorcycle engineering have begun to be grafted onto American soil.

Speed-conscious bobber owners looked for examples of the best implementation of a particular component on European motorcycles and adapted the components for American cars. More efficient and lighter brakes were installed, more efficient carburetors were installed to achieve more power, engine cylinders were bored out, the heavy standard exhaust system was thrown out and replaced with cuttings of a thin-walled pipe, which did not seem to dampen, but rather intensified the roar of the engine.

Particularly handy riders completely welded the motorcycle frames and installed a more powerful engine from a model of a higher class into the compact, lean chassis. Although the “heart transplant” maneuver for bobbers is a rather exceptional case and does not quite fit into the canons of this style.

The canons of bobber style consist of several characteristic features. As befits a sports device, every design change is dictated by purely utilitarian considerations. This distinguishes bobbers from their closest relatives, custom ones, whose owners love to hang trinkets of dubious usefulness on their motorcycles.

Considering that the basis for bobbers is often taken from custom frames with their considerable reach, this is a highly justified technical solution.

The rear drum brake, chain drive, front and rear wheels of the same size (if the rear one is worn out, you can swap it with the front one and continue racing), a spring-loaded “frog” driver’s seat and a complete absence of chrome look ideologically correct on a bobber.

Masculine to the core, the bobber came back into fashion ten to fifteen years ago in the USA, Europe and Japan. Projects in this style made a splash at customizing competitions, appeared on the covers of glossy magazines and photo reports from the lives of celebrities. Nowadays there is a whole industry for those who want to build a bobber themselves or get one from a custom guru. Absolutely everything is produced and sold - from drawings for self-manufacturing frames and the smallest spare parts to pre-war H.-D engines. Flathead to fully restored power units, rolling chassis kits (frame and wheels) and do-it-yourself kits, which, with proper assembly and subsequent painting, turn into a full-fledged bobber.

Among the huge number of remakes, there are also vintage spare parts, which, like cherries on a cake, should crown a device made with your own hands. They ask for a lot of money for such components.

However, replica parts are not far behind. For example, one Cocker White Wall tire (with a white stripe on the sidewall) per motorcycle costs more than $200. For the most radical fans of the style, there are even kits for converting the usual gear change mechanism into a “suicide handle”. For the opportunity to voluntarily break one's neck, they ask for 300–400 dollars.

The device got its nickname (suicide shifter) for a specific process of changing gears: you need to press the clutch pedal with your foot, and change gears with a lever next to the gas tank. You need to operate the lever by removing your left hand from the steering wheel. Needless to say, such a stunt while accelerating at full throttle often ended in a fall onto a dirt track, perhaps even under the wheels of rivals. Modern riders, out of habit, are generally unable to tame such a sophisticated system.

BOBBER FROM "URAL"

Harley of any year of manufacture is by no means the only donor of components and assemblies for the construction of bobbers. Insanely stylish devices are built around vintage European and even Japanese engines. Alas, in Russia old air vents from the Honda CB500 and Yamaha XS650 of the 1970s cannot be found during the day. There is nothing to even talk about more sophisticated options like BSA and Triumph. Domestic realities offer only a boxer engine from Ural. However, if your hands grow from the right place, then you can despise all the canons and give out your own interpretation of the bobber style to the envy of everyone. Like this creation of a Kaliningrad master.

It's hard to believe that this beauty was an ancient Ural in a past life. The work to turn it into a bobber took two years and was completed an hour before the end of the motorcycle season.

WHAT A BOBBER DRIVER SHOULD LOOK LIKE

The film "Savage" with the young Marlon Brando closed all questions about what a person on a motorcycle should look like. Leather biker jackets, jeans, gloves, high boots or shoes, emblems, badges and stripes are produced by billions of large and small companies. We have already written about the history of one of the most famous brands in the field of motorcycle fashion, so we will not dwell on the features of biker jackets.

Helmets made by Biltwell

And although Marlon Brando's character in The Wild One, Johnny, was never seen wearing a helmet, a helmet is a mandatory attribute. At least from a safety point of view. Biltwell makes good, proper looking bowler helmets. She also produces “canned” glasses. Both pieces of equipment look like something out of a picture from the fifties, but are made using modern technology. After all, even Brad Pitt recognizes the need to ride with a protected head - he has never been seen leaving his garage in a bobber without the appropriate headgear.

Text: Evgeniy Kuprash

Bobber History

The style dates back to World War II, but in the United States. At that time, many soldiers were returning from the war, and many wanted to find a new way to get an adrenaline rush. Since then, people began to found clubs, mass races and long rides began. During that period, a new style appeared, which was called Bobber. The owners of such a motorcycle wanted to have a fast and most beautiful bike that would help them out both in everyday life and in racing. As a result, the bike received general characteristics - a stylish iron horse with lightweight and the ability to use it for most purposes.

The main feature of the style is, of course, the lightening of the details. That is, the heaviest elements of the motorcycle were replaced with lighter analogues. These included the headlights, seat, gas tank and battery. Minor parts are the front wheel, windshield, rear suspension, muffler, speedometer, horn, etc. Simply removing any of these parts will not work, but with lighter weight your iron horse will get increased maximum speed and dynamics. If you have unnecessary fasteners, if possible, you can simply remove them.

If we go back to history, during the 40s soldiers had very heavy and not so powerful bikes. They wanted more, so they decided to increase the specifications without changing the engine. The lightweight design was an excellent option. Any bulky model could be tuned; Harley Davidson bikes were the most modernized. You can also make the Ural in Bobber style. The Ural bobber, the photo of which can be seen below, shows that Soviet motorcycles are well tuned.

Bobber style Ural

As a result of all the manipulations with the bikes, the riders managed to create one of the best tuning styles to date. The motorcycle equipment had a stylish design, increased performance and better safety. Some compare this style to choppers, but in reality choppers are more about style and a special appearance, while bobbers are primarily designed for sporting purposes. The most important features of the style are:

• reduced level steering wheel;
• frame with short fork;
• wide wheels, sometimes different in size;
• strict appearance;
• single seat.

Every year this style gained momentum, some changes began to be made, the motorcycles performed well on difficult roads, and even with the advent of high-quality tracks, the bike was still in demand. Unfortunately, today there are a number of excellent motorcycles with light weights and powerful engines, so the popularity of the Bobber style has declined. At the moment, if you want to do such tuning, then mostly for a better appearance and compliance with the classic style of the last century. Modern bobbers are made with a large chopper-style fork and a different muffler.

The most popular motorcycles that are converted to the Bobber style are:

1. Kawasaki Vulkan;
2. Honda Shadow;
3. Ural;
4. Yamaha Dragstar.

Gas tank

Buying a bobber motorcycle will be quite problematic for the reason that their cost may be inflated. Therefore, an excellent option would be to install the main elements of the bike yourself. So, previously the equipment could boast of excellent fuel characteristics, but for the racers this parameter was not so important, and they believed that the tank volume should be reduced.

Thus, for short trips and just racing sessions, a tank of 7-12 liters will be enough. In the photo you can see very small volumes, but here it’s up to the owner to decide. But the main thing is that the Bobber style requires a small fuel tank.

Seat

If you plan to match the Bobber style as closely as possible, the first step is to replace the bulky seat with a smaller and lighter one. This type of seat is called a flatbread because it is small and suitable for only one person.

But if you wish, you can make it more beautiful, decorate it with various paintings and lacing. Some owners find this seat uncomfortable and unsuitable for travel.

Bobber style frame

The main task of the frame is to lighten it. The first thing you will think is that the lightweight frame design will make the bike vulnerable and short-lived. But this is not so; with the right selection, you can install a durable and reliable structure. Modern style involves the use of many materials, including aluminum, steel and even special alloys. The strength will remain the same, but the weight will be significantly reduced. Of course, the price of a bobber motorcycle with alloys will be high, but it's worth it.

Bobber Rough Crafts Dyna Guerilla

Customizer Winston Yeh of Rough Crafts is a talented customizer who specializes in customizing Harley motorcycles. He works in his workshop in Taipei, Taiwan. Winston pays great attention to the design of his motorcycles and the fine details, resulting in impeccable designs.

Dyna Guerilla Project Details:

— Harley-Davidson Fat Bob 2009 donor

— Progressive rear shock absorbers and Progressive lowering kit for the front suspension

- fork repainted titanium color

— 16-inch Arlen Ness wheels

— tires Coker/Beck Cycle Blackwall 5.00

— Lyndall Brakes composite brake discs, milled calipers

— Rough Crafts Fighter steering wheel

- Rough Crafts handles and risers

- Other Rough Crafts components: foot controls, tank cap, fuel tank, saddle, etc.

— Harley-Davidson Forty-Eight headlight

- Rough Crafts Guerilla exhaust

Times change

Who would think of flying a bobber around a racing oval today? And why do this if the world's best motorcycle manufacturers invented the sportbike a long time ago and created many models designed for high speeds? Is it worth dragging a bobber into rough terrain and maneuvering it among young pine trees and rare marshy puddles? It’s unlikely, because enduro exists for these purposes. The long-range bobber will certainly survive, but can it compete on a long journey, for example, with the comfortable and durable “Goldwing”?

Today, a bobber motorcycle is, first of all, style, prestige, a tribute to the unforgettable past and an indicator of respect for the biker’s philosophy. One more detail is important - initially this bike was designed to bear traces of manual labor and soul investment. After all, the one who stood at the origins repaired, improved, built and remodeled the bobber motorcycle with his own hands. This bike has a custom soul. Seriality does not suit him. That’s why this style attracts those who are used to trusting their own head, imagination, skill and skillful hands. By the way, Soviet technology is used as a basis, for example, “Dnepr”. A bobber built from it looks no worse than a tuned “foreigner”.

History of the bobber style

This fashion originated in the USA after World War II. The soldiers who returned to civilian life, unaccustomed to quiet joys, quickly found a way to treat “adrenaline withdrawal.” It was they who organized the first motorcycle clubs, began organizing long-distance races, traveling around the country, visiting former fellow soldiers, and, of course, the races did not go unnoticed by them.

Thanks to them, the bobber motorcycle was born. Many theorists believe that its main task was speed racing, but this is not entirely true. It cannot be called narrow-profile - after all, first of all, the motorcycle was a means of transportation. Its owner drove it to work during the day, and only in the evening did the usual city transport turn into an “iron friend” and “comrade in adventure.” The bobber could carry the owner in a convoy of the same daredevils to a neighboring town, could throw him to the beach along a dirt road or gravel, and speed off whistling along the race track. In a word, it was a real station wagon.

However, the general features of the style were immediately apparent. First of all, they concerned maximum weight reduction. Everything that served design rather than necessity was mercilessly rolled up and neatly stored in a corner of the garage. The reduced weight allowed not only to develop greater speed, but also to significantly save fuel

And in those difficult times this was important