sexta-feira, 29 de julho de 2016

Ton Up: CB 750 by Ireful Motorcycles

 Muito sexy essa CB 750 feita pela oficina italiana Ireful Motorcycles. Eu faria uma ou outra coisinha diferente, mas é inegável que essa moto é foda. 
Banco que mescla o melhor e o pior desse projeto: Acabamento maravilhoso, um dos melhores que vi, mas aquela curvinhas do acento do garupa... 

Aviso aos navegantes: Devido a falta de tempo que tenho tido, a seção Sexta Insana vai seguir, mas apenas quando eu me "apaixonar por um projeto", a ponto de aprofundar-me sobre o mesmo. Porém tudo que eu achar bacana e relevante, vai ser publicado na seção Ton Up.

5 comentários:

  1. Motocicleta  Com designer incrível com um motor fantástico! e um equilíbrio fora do normal

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  2. Este comentário foi removido pelo autor.

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  3. It's a very VERY sexy bike, elements which remind me of my own "CB900K0 Bol Bomber" to be sure - But I'm saddened to see there haven't been any IMPROVEMENTS to the bike - Improvements which needn't cost hardly anything. Certainly less resources & effort than was spent on making this bike LOOK different. Honestly, very cheap modifications which ANYBODY running a CB750F whether DOHC-4 OR SOHC-4 powered, should grab before reaching for that first can of spray-paint, or new seat-cover, brighter/shinier plastic bits etc etc.

    There are a ton of fantastic used spare parts out there gathering dust & cobwebs, rusting hulks of half destroyed GL1100/GL1200/GL1500 Gold-Wings & CBX's & CB900F's CB1100F's etc, any of which could've donated a 39mm or 41mm fork to this bike, many of which came with 296mm dual-disc brakes as opposed to the stock 35mm fork with 276mm rotors which have been left on this bike. Even the 37mm fork which is often removed from a '75 -'80 GL1000, '79 CB900FZ or '82 CB750F - often removed from these other models to be replaced by 39mm-41mm stuff, even THAT would be a substantial improvement to this bike! The '81 GL1100A had a 2.5x18" front wheel in this exact same style (with vented CB1100R '82-'83 type 296mm rotors no less - several specimens of this wheel rotting on eBay at an asking price of $25-$30 with rotors included!) The '81-'82 CBX had caliper-hangers for the later '82-'83 TWIN-POT calipers, and would even bolt up to the spindly 35mm fork seen here.

    Sadly, there isn't any off-the-shelf caliper-hanger which would move the stock SINGLE-PUCK calipers from this bike out to 296mm, but hopefully there will be soon? It's a dismal trade-off in STYLE, and I'm a big fan of the single-puck calipers my OWN self - And this is a modification I'm still hoping to pull off, to "Retro-Fry" the bike using single-puck calipers to match my wire-spoke wheels & "toaster" style polished gas-tank. Ideally using OEM calipers too, rather than aftermarket stuff. Either welded extended OEM caliper-hangers, or an extension bracket with extra bolts - IDEALLY the early single-puck calipers would be mated to a later 43mm fork to max out the allowable fork diameter in AHRMA "Forgotten Era" & other classic racing governing bodies. PERSONALLY, I want to see it done with a 43mm TRAC fork using two RHS legs from '96+ ST1100-ABS with it's 316mm rotor size mated to center-carriers off CB1100F/CX650T/CX500T/GL1100/GL1200 spiral-pattern 276mm discs -

    But THAT'S the truly expensive stuff right there. Thankfully, it's only essential to do such mods on a COMPETITION machine. The truly over-kill mods are superfluous on a street-bike, (Unless of course you ride like a complete psychopath?) but there ARE deficiencies which must be met, just to keep up with the hurry & stress & unpredictability of modern traffic.

    THESE deficiencies can certainly be met or at least mitigated by the off-the-shelf junk-yard parts. Such as the 39mm forks with twin-pot calipers from '81-'82 CBX & CB900F etc, even the 41mm TRAC forks from '84-'87 GL1200's & even 41mm TRAC forks from GL1500 with it's 20mm AXLE upgrade (so essential for any true RACING pretensions) These are all CHEAP upgrades using off-the-shelf parts that bolt straight up to the bike's original frame. THAT'S the type of thing just about anybody doing a "BUDGET-BUILD" restoration of these bikes, even just getting the thing "road ready" again, ANYBODY should consider these types of mods.

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    Respostas
    1. But yeah, I'm very sad to say that the single-puck calipers don't (yet) match to the 296mm front brake upgrades. But given that the three major criticisms of these bikes are #1)Woefully dismally underpowered front brakes, #2)Excessively heavy wheels, #3)spindly fork & twisty chassis (read: thin front axle!) and last but not least I'm gonna throw in another criticism which would be #4)Lazy chopper-esque front end geometry (read: 19" front wheel!) Given that these criticisms have been agreed upon by the entirety of modern motorcyclists (Excluding the "vintage motoring gentlemen" who prefer to put-put along on early 20th-century side-valve V-twin machines?) I'm gonna HAVE to say that these upgrades take a higher priority than keeping the gorgeously retro single-puck calipers - Which sucks, yeah! IF we can get away with the single-puck style of calipers, round reservoirs on the master-cylinder, wire-spoke wheels etc, then yeah - it's NICE to LOOK at, definitely. Ah, but it doesn't preclude performance and/or safety.

      There are also 296mm discs in the SOHC-4 style from '77-'78 CB750A Hondamatic, which had a 5-bolt pattern to match a Comstar wheel, rather than the usual 6-bolt pattern for wire spokes. Then there are CB1100RB ('81-only) replica discs from Metalgear Australia with a dished one-piece to match the stock rotors only bigger - So too, the FT500 had a dished 296mm disc in another style, for a slightly cheaper option. These dished one-piece rotors are the lightest weight, 50% that of standard discs like the CB750A Hondamatic type in the middle-ground, whereas GL1100A discs are the heaviest but have maximum surface area so would be best for racing or mountain riding. ANY of these brake choices is cheaper than adapting any other modern "upgrade" and they keep the original period-correct style. The 18" front wheel would obviate the need to drop the fork so low, and pairing that with a 2.75x18" wheel from '81-'82 CBX would give you this exact style of wheels but in far better sizes than the stock pair which in this case are what? 1.85x19" up front and 2.15x18" on the rear? If you're going to settle for those sizes, might as well have the "SILVER" style wheels from the '79 model.

      Comstar wheels can be rebuilt, too - and use the 50% lighter Akront "NERVI" rims, do 'em up in silver '79 style using spokes (only) from the 1.85x18" front wheel off an early CM400 - In an ideal "costs unlimited" version, one might use another front wheel on the rear, with a bolt-up cush-drive and use a 240mm rotor from CX500/CB250N etc, or even replace the rear hub with something milled out of a later-era crotch-rocket rear wheel? MASSIVE potential for rebuilt Comstar wheels, and even if a decent width "NERVI" rim in 3.5x18" or 4.25x18" never comes along, there's the Kosman Industries' "WELD-WIDENING" method, which used Akront rims in any case. Though the "NERVI" rims were used on some of the best high-performance wheels from the '90s, let alone the '80s - HUGE potential for rebuilt Comstar wheels, just as is the case with wire-spoke wheels, it all boils down to component selection.

      That being said, even just swapping out to alternative STOCK wheels from other models, one can effect huge improvements to these bikes! There are identical rear brake calipers matched to 276mm rear discs, off the '82 FT500 for instance or the early CBR600F Hurricane series, several sources for 'em. So with the correct rear caliper, and even just cutting the rotor down to size on a lathe would shave a ton of needless parasitical weight from the rear hub -

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  4. Don't get me wrong, this bike is BEAUTIFUL, and yet there are a TON of good upgrades which have been neglected in this build! The STYLE is all there, some great changes to the cockpit and bodywork etc, but the SUBSTANCE of the thing is what we're looking for! I'm talking about the exact same LOOK to the bike (other than the next-year calipers with the two pistons rather than the original single piston - the fork legs themselvs and the rotors themselves can be more or less identical!) I wouldn't wish to change any of that - and for those who wish to spend a few extra $$$'s the original aesthetic would STILL be available, via custom modifications to the caliper-hangers etc.

    These bikes have the POTENTIAL to add a 900cc-985cc-1070cc-1123cc engine to the 750's frame, to beef up the forks & brakes. All the while shedding weight where you don't want it, adding it where you DO want it as with the brake rotors - THEN you've got a machine worth putting out there into the BIKE-PORN sphere - And I'm only suggesting these modifications as OBVIOUS and even OBLIGATORY, because they're all so cheap & just as easy to get a hold of as any standard replacement parts for THIS bike's own original set-up! TONS of old Gold-Wings & CB900F's etc rotting away in the junk-yards, & it seems the last parts anybody strips off 'em would be the wheels & forks & brakes!

    And I'll keep NAGGING DOHC-4 CB750F/CB750K/CB750C builders about this stuff, until there AREN'T anymore fantastic upgrade parts rotting away in the junkyards.....

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