Generally, there are three kinds of custom motorcycle builds. First, the Shed-builds; built by passionate amateurs in garages, basements and sheds for personal use. They often show smart detail solutions resulting from the simple lack of financial or technical abilities. It’s this kind of bikes that represent the roots of all customizing; built by its owner after his ideas and wishes. Shed builds can often be seen as the root, the very beginning, of future trends.
The next category can be qualified as semi-pro builds. Manufacturing quality rises considerably due to various professional abilities of their builders. Semi-Pro builds mostly result of years of practical experience and are often the latest bike in a string of many builds. Built on weekends and evenings in well-equipped private workshops, these bikes are often made for friends or customers. Semi-Pro workshops are often only a small leap away from the beginning of a professional workshop, which represents the third category.
Pro-built bikes are manufactured to highest standards in professional workshops. The projects are mostly built for customers by order or as a display for the workshop’s abilities. Often, these bikes are simply jaw-dropping in terms of quality, performance and ingeniousness and surpass any production model by far.
In my opinion, none of these three categories is superior to any of the two others. In many ways, each one of them is connected to the others and influences of every category flow in every direction.
Now, if someone works for more than 10 years as a race and data engineer in various racing series such as Moto2, SBK Katar, the Asian Championship or the World Endurance Championship, one can guess which of these three categories aptly describes his bikes. Let me give you a little hint: there’s no rechargeable driller used in a basement to fit self-made fender struts to bikes.
David Sanchez is the mastermind behind Valencia-based Bottpower in Spain. A short while ago, Bottpower caused quite a stir whit its XR1 and XC1 Café Racer kits based on Buell’s XB12. The XR1R presented in this article is a track version of the former and used as a testing mule for new technical solutions meant to upgrade and improve their road-legal kits.
This XR1R is equipped with a titanium frame as well as racing-electronics. These electronic bits allow, in interaction with an EFI Euro4 ECU, to use a fully configurable traction control, a launch control, three different engine mappings as well as a speed limiter for the pit lane.
In addition to this, Bottpower equipped the bike with a data recorder in order to gather information like throttle position, revs, wheel rotations, suspension travel, brake fluid pressure and stress on neuralgic points of the titan frame. This allows the engineers to compare the titan frame to the steel version.
A new oil-cooler, placed in front of the engine instead of the one integrated into the number plate on the street-legal XR1, is tested as well.
Bottpower wants to participate in the 2017 edition of the Pikes Peak race and is working on an upgrade of their steel frame, due to restrictions for titan frames in Pikes Peak’s rules and regulations. David Sanchez wants to undercut a 1 to 1 power to speed ratio, which means in words he wants more than 150 hp and less than 150 kg. That sounds pretty reasonable to me.
Bottpower is a quite small company and therefore, David Sanchez is always looking for sponsors in order to support their Pikes Peak project. And just like they did with their Moto2 project, David and his colleagues report about the progress of the project on their blog so feel free to follow them and read all the latest news.
All pictures are taken by HUSMEE