Reduced power output

A small step for man, a giant leap for the Bombus  K75.

Passed easy both reg inspection for 35kW and annual tech inspection without any issues.

The Official Power reduction to 35kW my friend Thomas helped me with as a authorized dyno operator for this certificate .
But before we started to fiddle with the power reduction we tested the full power output.

About 59 hp on the rear wheel correlates quite good with the stated 75hp on the crank back in 1992.

Just put a 5mm spacer between the airbox and the throttle linkage to achieve the 35kW.

So now it have 35kW on the crank and will be legal to drive even for younger generations.

So I think now I have worlds only K75 with 35kW.

In Sweden there are three levels of motorcycle licence.
A1, 16 years: max 125cc and 11kW
A2, 18 years: max 35kW
A, 24 years: unlimited
(You can also get the A licence two years after passing the lower A2 level.)

Next up, much ridin´and some wrenchin.
Wrenchin´gonna result in a small flyscreen of alu over the headlight.

Kaferacer

A new era has begun for Bombus Speedshop, the BMW era.
Finally I have K75 that I've wanted for so long.

Feast your eyes on this ridiculously over dressed but immaculate thing from the nineties in "Classic Black Metallic" Color Scheme. But it´s not really black, more like very, very dark green metallic
But feast on it NOW, because very soon this new project gonna be stripped and agile like never before.
Originally a K75S  from 1992 with Pichler fairing and BMW bags, Peltor intercom, Panasonic cassette player and Secar alarm system.
It have just 32000km/19900 miles on the clock, almost not broken in if you talk BMW language.
Those machines are normally +150000km/100000 miles at this age.

First up, stripping bags, fairing and electronics.
Next up, 7" headlamp and general maintenance.

The very big second thing that made me bought this, my son wants to take his motorcycle licence.
And because his young age the power limit is 35kW so a decrease in power must be taken care of and then to be certified by the technical inspection.
35kW might sound like little but its almost 50hp in a 200 kg bike.
That's just a little less then what i have in the Sportster build and that one roars like hell.

Icing on the cake, The Monza fuel cap

When the build turned out so good other things becomes not so appealing.
The worse bit was the fuel cap.
The ugly red plastic one I've used before just because it was so ugly now turned from funny ugly to a disgrace.
So I took a deep breath and bought the expensive but so classic and beautiful 2,5" Monza fuel cap and a threaded aluminum filler neck.

The Monza cap and filler neck together and the neck is way to long. 

Up in the lathe to shorten it and enlarge the inside to fit over OEM Zündapp filler neck.

 Nice fit, just to thread on the Monza fuelcap.

 Mounted and open.

Mounted and closed

Out in the wild

Finally the little nugget got some sunlight and fresh air.
Rolled it outside to get some real look at it.
And I'm as pleased with it outside as I was inside.
Some minor stuff left like front fender, registration plate holder and kickstand and then deconstruction.
Final welds, some shiny paint on it add a tiny but crucial wire harness and then it's done.

 Left side

Right side

The limited instrument panel

Seat

Rearset

Front wheel

Italjet Dragster, my unicorn

FINALLY I'VE LANDED MY UNICORN!
After almost two decades I've got it !!!!
The 180cc, 19 hp, two-stroke Italjet Dragster.
The coolest scooters of all time,
Hubsteering and spaceframe construction.
All this crowned by the last of the two-stroke generation of big scooter engines.
So now a new chapter opens up at Bombus Speedshop, two-stroke bigblock.
First up bring it back from the neglect done by the previous owner.
Then some basic maintenance like belt, weights and general overall checking.
And then? tuning........?

If this is wrong I don't want to be right.

Controlpanel

One thing​ I've never had before was a instrument cluster.
Not so much a cluster with​ just a tacho, but still.
So first a paper template took form and then transferred to aluminum.
Some cutting, grinding, drilling and letter stamping later I had, in my opinion a super cool dashboard.
The vintage German D Mark coin bought on eBay is from 1967 like my Zündapp.
I also put an ignition lock in the right headlight bracket.
But after this I feel really satisfied with "cockpit" and ignition key installation.

 First a paper template

Then transfer to aluminium

Mounted. D-Mark and warning lights added and text stamped

And finally, the ignition switch in the right headligt bracket

Torque brace

When the definite transition to drumbrake was done a torque brace was needed.
First a temporary template to find angles and hole pattern.
Transfer that to 3mm stainless and voila, a torque brace for the front drum brake converted Kaferacer is Zündapp born.

 Angle and hole positions found with this simple template. 

 Next up designing, more cutting, polishing and mounting but most of all braking. 

The brace done. 

Now just some cosmetic shaping left and maybe some shine.