Kimjon

I'd love to do another one, and probably will someday. I'd go more Japanese style, like the bikes from LuckMC. Check them out on IG, they push proportions to the limit...but make amazing bikes.

Better light, that shows the rootbeer paint off. Couldn't be happy with the paint on this.

Looks different depending on angle of photo, but I've yet to see an angle I don't like.

Long finished a couple years ago. It's an awesome bike, one I'd never sell.

And then there's the buell, which is a medium fast bike. I dropped a cylinder 2 weeks ago. What a fuck around that turned into. First thing I did was check if it had spark, which it appeared to have good strong spark. So I focused on fuel, compression, then back to the coil. All tested well. Yep, full circle - the fucking sparkplugs was the actual problem. Anyway, got there in the end. Replaced the plugs - back to normal again. Its challenging swapping between the bikes (BMW v Buell). They're two completely different bikes to ride. I think that's why it feels so sketchy going from one to the other.

Bmw is running so good now. I've basically been daily riding it for the past 2 weeks. Unfortunately I'm getting a little complacent with it. It doesn't feel fast, like a modern bike. And in reality it's not...however the speedo tells me I'm actually going faster than I should. Today I nearly lowsided it as the rear end started to drift around a corner. Its a bit of a wake up call. Tone it down, live to fight another day.

Carb vacuum guages to sync. It's not an exact science, and due to many factors it's unlikely that opposite cylinders will read the same values on the dot. But from what I could find, if you're within a unit (1kg/cm2) you're close enough. Mine was well below that, so by all accounts a great result. I didn't care what the values were, so long as both guages were doing the same thing, at the same time (more or less). I was probably 4-6 units out, tuning by ear and feel. Shows how hard it is to tune that way. One cylinder can be working considerably harder and compensate for the opposite one, which was very much my situation. Bike runs smooth and no backfiring now. So we'll worth doing.

I've been rediscovering this bike, after my buell decided it doesn't want to run on two cylinders. I've been fixing all the little things that drag on forever in these builds. I'm basically there, tuning the carbs to run in sync, wiring, calibration of speedo, etc...etc...etc... Runs amazing for an old bike. And has a bit of character to it. It was popping and back firing, but that's all tuned now. Bit of a shame as I kinda liked the pop...pop...pop...on deceleration and the truck like engine braking it provided, however the benefits of the tune outweigh the loss of cool sounds and engine braking.

#scrubbarlife ... shit happens, no different to any scrub bar

No idea on rpm - but its got all the torque this motor. No video of it, but it's got so much torque it never stalls, or get clogged up. The centrifugal force clears the tri blade and keeps it clean. With the original motor I was forever stopping to unwrap the long grass. Thanks^

.

This patch was solid blackberry about 2m high. The "widow maker" destroyed it with ease, going over it a few times turning it into mulch! Fuck its epic. Hardly reached full throttle. So much torque to turn the tri blade.

Strapped a tank to it - full send. Go so hard! Honestly hands down the best scrub bar I've ever used. I wish I'd done this years ago.

It's a serious bit of kit (death wish).

Yes, yes I have. 50cc ported and polished kids motoX bike engine adapted to a scrub bar. I went big, using every trick I know to get the most power out of stock parts. I cut up an old yz125 expansion chamber and scaled it down using random bits from my round tube box. Machined up adapters upon adapters, to make all the parts work together and boom...here we are. It's running sweet. A tad rich, but that's easy to fix. Needs a fuel tank, then it'll be slaying weeds like a boss!