Café Racers are thorns in the eyes of the purists, the proponents of factory originality. On the other hand, cafe racers, scramblers, bobbers and even stranger distress are the motorcycles that have ensured that motorcycling as we know it will continue as the last baby boomer has put his helmet on the willows for the rest of to spend his days in a motorhome.
Old engines for new motorcyclists
These new motorcyclists go for individuality and they usually have no tons to spend. That is why they often purchase 'old' motorcycles with no significant commercial value. And the range of technically good but 'worthless' engines is huge. The major part of it consists of classics from the eighties and early nineties of the types that are just not recognized top classics. For example, Honda CB750 OHCs are usually 'too classic', but the actually much better Suzuki GS 750s can be found in a very good condition for very little money. And a GS 550? You almost have it for nothing. The funny thing is that the new motorcycling largely takes place between the 400-750 cc. And we think that is because the whole trend has developed in and from the Randstad. And on the Ring of Amsterdam or the rush hour in The Hague you have more maneuverability than gross power.
The downside of this trend is that motorcycles that were previously 'completely worthless' have now suddenly been discovered: Honda CX 500s, the BMW K100 line, Kawasaki 650s… It's not yet that they change hands for a lot of money, but changing owners is happening for considerably more money than before.
"Can" or "buy"?
To make such an engine entirely to your own taste is a matter of 'being able to buy'. In a Netherlands where people who can really make things are becoming increasingly scarce, salvation comes from buying. Because since the construction of café racers and scramblers started to gain some support, the companies that sold special things for all those daydreamers came up like mushrooms. And - thanks to China - you can now make a very acceptable café racer or scrambler for little. The only question that remains is why scrambler riders usually opt for a brown buddy. It seems as if they are sitting on a king size spring roll, mother-to-death. But that is a matter of taste.
Improper use or tribute?
We understand that you can turn a BMW K100 into a very 'kewle bike'. But the idea of lovingly converting a GoldWing into a tough basic café racer? And to do that in the most traditional way? With a lot of hours behind the turning and milling machine? That is brave. Brave, but not at all wrong, because the first generation Wings was a very smooth generation. After all, Honda had the philosophy to make 'the first model' from a new line extra dynamic.
It doesn't really matter. And it's the time that decides. Because nowadays there is no longer a classic enthusiast who spits on a Tribsa, Seeley or Martin Kawasaki.
And so everything will be fine.
In particular, the Honda CX is the ultimate block to turn it into a bump.