uglyBROS-USA + The Mighty Motor presents ‘DOWNTOWN LOS ANGELES’

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DTLA, by The Mighty Motor

Downtown Los Angeles may not be the first riding destination to many visitors coming to LA and we are ok with that.

Between the modern sky scrapers and mid century architecture, some areas are still a little shady. Sparking the “What the fuck am I doing here?” out of your bearded mouth. Especially after the sun goes down.

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But if you know where to go or take the time to wander around you’ll start to uncover some of the best things LA has to offer. The flavors and style through the years have now congealed into their own Angeleno lexicon. One that has drawn some of the the best taste makers, restaurants and bars in the country.

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We took some people we call friends and went for a ride through the streets of the city. We started out at Ugly Bros U.S. headquarters and rolled out from there. Here are some of the scenes of DTLA.

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This post was made possible by uglyBROS USA and British Customs

Sean MacDonald + uglyBROS FEATHERBED BLACK on The Ronin 47

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The Ronin 47: Creating A Badass Street Bike From A Dystopian Future

ORIGINAL article by Sean MacDonald via wwwjalopnik.com

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The Ronin Motorworks 47 have been Internet darlings since they were announced several years ago. When you take a Buell 1125 — an awesome motorcycle to start with — then add more performance and the looks of a high-tech street bike from from a dark vision of the future, this is what you get. Here’s how they build it.

I got a chance to meet the Magpul Ronin guys, who make high quality firearm accessories for their day jobs, at The One Show in Portland this spring and they were so enamored with my winning personality that they agreed to bring a bike to Los Angeles and let me ride it. Then I begged one of LA’s most talented photographers, Dean Bradshaw, to come and shoot some pics of it while I asked the Ronin’s Mike Mayberry questions about how this beautiful machine came to be.

No, I have no idea how I talk people into this stuff either.

Sean MacDonald: Either you guys are massive Keanu Reeves fans or there’s some other explanation – what’s with the name Ronin?

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Mike Mayberry: I hear Keanu is an awesome guy, but his movie wasn’t out in 2009 so… sorry Keanu, but you don’t get credit for this one. The Ronin story came to us while searching for a name for the project that had as much meaning to us as the design itself. We have an affinity for Japanese culture and the name stood out because we saw a ton of parallels between the story and the Buell legacy and the bikes left behind.

In Feudal Japan, a samurai warrior who had lost his master – usually through death – was called a Ronin. The most famous being the true story of the revenge of the 47 Ronin. This story was later popularized in Japanese culture as example of the loyalty, sacrifice, persistence, and honor that people should preserve in their daily lives. For us it was also emblematic of the Buell motorcycle faithfully living on even after the fall of the Buell brand. It didn’t take long after we chose the name to realize we would have to build 47 bikes… and so it began.

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SM: How did you guys get all 47 bikes? Did you get them from HD corporate (who owned Buell at the time)? I’m imagining some warehouse in some hidden facility with rows upon rows of beautifully untouched 1125s.

MM: Bikes were actually purchased from numerous dealers in the Midwest and California. Some dealers couldn’t get them off their floors quick enough (HD required all dealers to stock Buell whether they wanted to or not) and some bikes required negotiation. All bikes were showroom new and were drained, prepped and put into storage upon arrival at our shop. A total of 50 were purchased.

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SM: Walk me through the bike – what did you guys do to the 1125 to make it your own? What changes are just aesthetic versus for performance and why did you go that route?

MM: We kept what we loved about the bike – which is essentially the perimeter fuel frame, swingarm, and engine. These were the parts that initially grabbed us when we first saw the bike prior to release. We had a linkage fork designed for the Buell XB, but had never built it, so naturally this bike seemed the perfect fit.

From there, we then set about redesigning the rest of the bike to complete the vision. This included the subframe and airbox, with the goal being to celebrate the fuel-in-frame design rather than cover it. We also designed a new exhaust system, new intake manifold, cooling system, brake levers, handlebars, instruments and controls.

We went to great lengths to showcase the engine, which is absolutely beautiful. Doing this required the removal of all plastic covers and trim, the design of a new exhaust system, and relocation and redesign of the entire electrical harness (the stock harness was removed and rebuilt into three totally new harnesses). The original side radiators were removed and a new high-density core was placed at the front of the bike. This is by far the most interesting and most controversial part of the bike – but actually has little effect on the handling as some people assume.

The rears sets were also totally redesigned and are now an extension of the engine cases – housing the battery and exhaust mounts, and further celebrating the lines of that Rotax engine.

The 1125 engine in its stock form is a force to be appreciated and, as such, we didn’t see the need to modify it much. It has plenty of grunt at any RPM and delivers power in a smooth and linear manner that makes it both enjoyable and exhilarating to ride. We didn’t want or feel the need to screw with this amazing power, so instead we focused on addressing the engine’s shortcomings.

In particular we spent a significant amount of time solving the stator burnout issues and cooling problems, as well as improved fuel mapping for better low-end performance and engine temp management. We also went through the top end of every engine to make sure valve clearances are correct as most bikes were tight from the factory.

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SM: What was the hardest engineering feat to pull off?

MM: By far the most challenging part of the project was taking the prototype fork and redesigning it for production. The front fork isn’t overly complex, but there is a lot of stuff packed in there. It’s also a critically stressed element of the bike and must be properly engineered for performance, safety and manufacturability.

The prototype forks on the first bike were computer modeled and then built using rapid prototype casting methods. This is done by 3D printing full-size wax patterns of the designs and then using the lost-wax investment casting process to yield finished parts. This process is also very expensive, so for a production motorcycle we had to look to more conventional casting methods. This meant we had to redesign all of the parts so that they could be pulled from traditional molds.

In addition, we also had to integrate the two stacked headlights into the right fork leg, and the coolant system overflow into the left without adversely affecting the structural integrity of the fork or moving any of its critical pivot locations. We spent many months and worked through countless design revisions and variations before settling on the final form. We also ran countless rounds of FEA on all parts to ensure the forks were optimized for weight and rigidity while also being safe and reliable… and all of this had to happen in a way that didn’t lose the distinctive appearance and clear visual lineage to the first prototype. We didn’t want this to be like so many concept cars that have lost their appeal and spirit – or their functionality – by the time they reach production.

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SM: Why the girder front?

MM: The four-bar linkage or ‘girder’ fork allows a designer to do some things that you simply can’t do with telescopic forks. Like double A-arms on a performance car, the linkage design lets you tailor all aspects of the wheel’s kinematics. You can add or reduce dive under braking by changing the path that the wheel follows – a more vertical path is more neutral to braking forces and will resist diving, and a more lateral path will react more to braking – you can even create rising or falling rate combinations of the two. You can also control the rate of the spring and damping through the linkage and design in a rising rate for the spring (think monoshock rear suspension on a dirt bike vs two shocks connected near the rear axle).

In our case we intentionally designed a 3:1 ratio with rising rate for the front shock – this means the wheel moves three times the distance of the shock shaft. So for 6” inches of wheel travel we need only a shock and spring with 2” travel. This means a more compact spring, less oil and a significant reduction in size a weight. The 3:1 ratio and small single shock shaft also significantly reduces seal ‘stiction’ so the fork is amazingly compliant and plush (again, think about the dirt bike comparison).

If that weren’t reason enough, it also frees us up to design the fork leg in a shape other than tubular and straight – we can connect the dots between pivot points and front axle however we like. We felt this was really important as it allowed us to add visual mass (not actual mass) to the front of the bike to complement the visually massive fuel frame and swingarm – both of which we love.

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SM: Your Tech Specs say your front end is as light as the typical telescopic front, how’d you pull that off after moving the radiator to the forks? Does the flexing of the hoses as you turn the bars cause any problems or require the hoses to be replaced more?

MM: OEM Fork legs, triple clamps and steerer altogether weigh in at around 25lbs. We managed to stay within a few pounds of that weight because of the single spring and damper, and highly optimized fork leg design with internal rib structures where needed to counter braking forces and suspension flex.

The two coolant hoses run right underneath the steering bearings and see very little flexure. This location also minimizes the amount of resistance felt in the handlebars while riding. So basically they will last as long as any other hose and you don’t even know they’re there.

SM: Buells were known to have a lot of issues running too hot, did you guys address this?

MM: We did a few things – we opened up the engine compartment to allow better airflow around the engine and fuel frame, we remapped the engine and richened the idle and low end which typically are overly lean on modern bikes because of CARB requirements. We removed the radiators from the sides and designed a new frontal radiator, and worked with Ricks Motorsports Electric to solve the stator heating issue. We did this by creating a totally new stator (with optimized windings) and adding oil passages in the flywheel to allow for better oil circulation.

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SM: We Lanesplitters are pretty big fans of geeky tech, tell me about some of the tech you included on the bike.

MM: Well… in additional to all of the above, we chose to use Motogadget’s new M-unit system in lieu of the OEM harness, fusebox and relays. The M-unit is pretty slick – it’s a solid-state replacement for almost every fuse and mechanical relay on a bike, including turn signals, starter relay, high-low beam and ignition control. It’s so compact that we were able to integrate it into the small tail unit on the bike, and allow for easy access. We also utilize Motogadget’s RFID ignition lock system, which means there is no key and mechanical tumbler on the bike, only a proximity sensor and batteryless key fob which we make. Touch the fob to the top of the airbox cover and the bike comes to life.

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SM: You bought both 1125Rs and 1125CRs. How are those different and how are you using them differently? Or are people just getting Ronins that ride differently?

MM: The only significant difference between the two is the final drive ratio. The R is geared taller than the CR and is better suited for highway and track use whereas the CR is more of an urban fighter. The difference is subtle but noticeable. Each build series we produce has a mix of both R and CR ratios so that the customer has the option to choose.

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SM: So you’ve done silver and black, and have black on black planned? What’s next in the aesthetics department? Just different paint?

MM: We are building bikes in batches of decreasing quantity. We have built 12 Silver and 10 Black – most of which are sold. The next batch will be eight silver/white/brushed bikes, then six vintage race bikes. After that are four bikes done in four variations of Multicam pattern. We worked with Crye Precision in NYC on these bikes and three of the four will be sold to them – most likely to be auctioned for Veteran charities. We will also do two bikes in bare metal or ‘raw’ finish.

After that we are left with the last five bikes of the 47… number 01 was built as a race bike to compete in the 2015 Pikes Peak hill climb (this bike is also sold) and is the only bike in the 47 to be built around the newer 1190 engine. The paint on this bike is based on one of our favorite vintage Japanese cartoons – Mospeada (ed. note: the third chapter in the animated saga Americans know as Robotech). Before anyone in the United States had ever heard of ‘Transformers’, there was Mospeada, in particular there was the amazing Cyclone Motorcycle which would transform into a wearable backpack. Ours doesn’t transform but it is blindingly fast.

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SM: I’m sure you customer base is pretty scattered, but if you had to describe your customer so far – who are they and what do they all have in common?

MM: Our customers are enthusiasts, riders, collectors and gear heads and they all seem to have a deep appreciation for quality and craft. One of our recent sales was to a gentleman from Switzerland who rather than have us ship his bike to him, chose to fly out to our shop, hang with us for a day and then ride his bike from Denver to San Diego before shipping it back home.

He has since told us he plans on buying a second Ronin as soon as he stops smiling from his first. It’s customers like him that make the whole project and all of its sacrifices worthwhile, and reminds us why we decided to do this in the first place… to build something bigger than us, put it out into the world, and see where it goes in time.

Check back in shortly for an article about the when the Ronin boys went temporarily insane and let me ride the thing.

uglyBROS-USA + The Mighty Motor presents ‘Road To Corsa Motoclassica’

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Road to Corsa MotoClassica by The Mighty Motor

Just because you’re a spectator at The Corsa Motclassica at Willow Springs doesn’t mean you can’t have a little fun along the way. The day started after one of the few rainy and windy days Southern California has experienced this spring in East L.A. heading north to Little Tujunga Canyon. The road was empty with the exception of some cyclists working way harder than they needed to on such a beautiful day. Crossing through Canyon Country we made the ritual stop at The Oaks Lodge for a quick bite before we climbed out of Bouquet Canyon into the desert.

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The vintage races at Willow Springs are not to be missed, even if the track is too big for the bikes, even if it is in the middle of the worst part of the mojave desert, even if you don’t race, this place was a moto-enthusiasts dream. People came from as far away as japan to spend the day racing bikes that were up to 50 years old if not older. The pits were alive with comradery trying to squeeze half a horsepower out of these old machines. A big thanks to Brady walker for getting us involved, see you next year…

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After seeing all the great bikes and meeting a lot of great people we had to ride back the same way we came… Bummer…

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This post was made possible by uglyBROS USA ..

20th-Anniversary Corsa Motoclassica

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Corsa Motoclassica is an annual race originally brought to you by the Garage Company. The event originally started back in 1995. this is a public event organized by AHRMA and is the closest AHRMA event to Los Angeles, Here’s Mini Photo coverage of this year’s race by uglyBROS USA

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The Corsa Moto¬Classica, now in its 20th year. It was a labor of love and love of racing that prompted Mr. Garage Company, aka Yoshinobu Kosaka, to make it all happen in the first place. Just call him Yoshi. He’s been into vintage and performance bikes since the early 1970s, and his vintage bike “hobby” accelerated once he made his home in Los Angeles more than 20 years ago. Yoshi’s treasure trove of classic bikes, accessories, books and apparel is housed museumlike within a 5,400-square-foot shop located not far from Los Angeles’ Santa Monica beach. Not only does Yoshi restore vintage iron and build custom bobbers, he takes them to the racetrack as well, and is good enough to have earned a national AHRMA title in 1993 in Formula 250.

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After futile efforts to convince the American Historic Racing Motor¬cycle Association (AHRMA) to bring sanctioned vintage racing to California, Yoshi decided to build it and see if they would come. So he put together the first Corsa Moto¬Classica at Willow Springs in 1995 and AHRMA did come, sanctioning the race action, and has been doing so ever since. In addition to the racing—which includes just about every category and class of bike out there—the event also features a classic bike show and a swap meet. It’s an event for enthusiasts in the truest sense of the word. It’s not frilly, but a get-down-and-dirty-in-the-pits type of scene, where you can literally walk in amongst the racebike crews and—if your ears can stand it—get up close and personal to the likes of un¬baffled vintage MV Agustas, Ducatis, Triumphs, Nortons, BSAs, Hondas, Yamahas, Harley-Davidsons, Indians and Vincents…the full spectrum of blasts from the past. Not to mention herds of race-kitted newer bikes in Heavyweight Super Bike and Formula II, all blasting off in thundering waves during the three-day event held this year in early May, the racers zeroing in on Willow from the four corners of the United States and beyond.

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Ifyou want to “get real” and enjoy racing on the edge, ogle splendid historic motorcycles and breathe in some wild open spaces, head on out to next year’s Corsa MotoClassica at equally historic Willow Springs

Article Partially from the Rider Magazine

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Congratulations! La Urbana Bike – Spain

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We’re always excited to see our Friends and Partners from all over the world growing their business rapidly together with us. And here we are, sharing a Good News from our Friend La Urbana Bike in Vigo SPAIN, Grand Opening of their awesome looking NEW Store location. Congratulations La Urbana Bike!

Here’s announcement from Daniel Salvadores, Owner of La Urbana Bike

La Urbana Bike was born in early 2014. It all began with the idea of offering in one place motorcycle gear and apparel that was hard to find in our area, or even in Spain. As a motorcycle fan all my life, it also meant that my dream of working in the bike world would finally come true. My partner Beatriz and I opened then a small store in our house garage, and also started running the on-line store laurbanabike.com. The response from the customers and visitors was good enough to encourage us to move to a bigger, better located store. Sales at the store and on-line helped too! As a result, past 20th of March we opened the new La Urbana Bike.

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The idea of the new store is not only shopping, but also hosting events, offering a place to have a beer or coffee while reading some specialized magazines or books, or just have a bike talk.

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Our catalogue is growing all the time, and at this moment we are selling brands such as UglyBROS USA, Biltwell, DMD Helmet, Bell, FTWCO, El Solitario MC, Deus Ex Machina, Oury grips, Gasolina Boots, Norstar by AXO, Baruffaldi, Schoot NYC, Machete Company, Sideburn, Iron&Air, Moto Heroes, Rev, The Ride, El Diablo Magazine…and soon we will offer Icon 1000 and 100% goggles as well!

Please visit us in our NEW Location at Elduayen 47, Vigo, SPAIN when in town, check out our New Store and share good Moto-vibe together with us!

Thank you!

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The Bike Shed MC Gear Guide #49 TWIGGY jeans Review

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BSMC GEAR GUIDE #49
Posted by garethmax on Mar 8, 2015 in Gear Guide

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PRODUCT REVIEW – UGLY BROS WOMEN’S TWIGGY JEANS

It’s rare to find good looking protective clothing, and even rarer to find bike wear for women that’s protective AND fashionable. It’s almost non existent.

This is where Ugly Bros have pulled off a coup with the Twiggy jean. Made from 12oz stretch denim with elastic shirring knee and lower waist back panels, they come with removable Powertector knee and hip protectors. They are fastened with a tough YKK zipper in a skinny true to size fit. They come in black and an indigo fade.

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Tested by friend of The Bike Shed, Sabrina Nova, she enthused “The wash on the blue Twiggy’s is beautiful. They have a comfortable high waist, have a good degree of stretch that allow me to move around the bike. The armour is instantly removable and the jeans look great with and without it.” Living and riding in Florida, where you can literally roast yourself riding in leathers, these serve Sabrina as a practical and reasonably well ventilated alternative to hide, whether cruising on her Harley or tearing it up on her wicked CB cafe racer. Here in the UK these are suitable a spring/summer wear.

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Born almost a decade ago, Ugly Bros came to life from a desire to fuse protective motorcycle gear with high-style fashion garments. “Anyone who rides a motorcycle will know wearing your moto gear all day is impractical.”

Vince, the founder of Ugly Bros, has developed a range that takes a very different approach to bike wear.

“We felt it was time for a new range of garments. Designed to satisfy the needs of both Riders and ‘Biker Style’ fashionistas, equally protective, as they were fashionable, that looked as great in the office or around town, as they did on the bike.”

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The result is high-style fashion fused with function and safety technology, and in Twiggy a great looking jean than women can feel confident in both on and off the bike.

Images courtesy of J Gavin Jordan, and a big thanks to Sabrina.

http://www.uglybrosusa.com

Alllll black

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@4h10 sportin uglyBROS
New 750 Leather jacket &
Ton-up riding jeans
on their #honda #GB500
We’ve found This beautiful shot by @gotzgoppert
at www.thebikeshed.cc @bikeshedmc

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