Why streetfighter? (noob)

[obiwan]

Why do people turn their bikes into streetfighters? Don't get me wrong I think it looks pretty cool, but what are the benefits? Is it to make the bike lighter? There must be more drag etc due to the lack of fairings and not being so aerodynamic

[at106]

I think most people do it because they've dropped the bike and damaged the fairings, which arn't cheap to replace.

[Ichy]

I think the original concept was to get a crashed sports bike back on the road without spending loads of money. As with all things the idea became distorted and now people spend lots of money to make their bike looked like a crashed sports bike.
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[obiwan]

No way! That's the weirdest thing

[mad4it028]

for me its because
1 i likje the look of naked bikes but like the power of a sports bike
2 i like the upright seating
3 it slows me down on top end eg in stead of sitting at 100-120mph on a motorway i sit at 80mph and just as happy but my licence is safer

others will have other reasons 90% because they crashed therew bike but thats not the case for me
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currently riding kawasaki z1000 only bike ive ever loved

[Rogerborg]

Mmm, but as a buyer you should assume that "streetfighter" means "crashed" until conclusively proven otherwise.

That said, buy an old Pointy Bike and you could make a fair bit of its price back just by selling the plastics.
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Biking is 1/20th as dangerous as horse riding.
GONE: HN125-8, LF-250B, GPz 305, GPZ 500S, Burgman 400 // RIDING: F650GS (800 twin), Royal Enfield Bullet Electra 500 AVL, Ninja 250R because racebike

[Ichy]

[obiwan]

There's a gixxer750 streetfighter for sale down the road from me, that wasn't crashed, but he just likes it better without the fairings on.. it looks evil!

[obiwan]

[Ichy]

Gay Rossi wannabe who wants to look like he's going fast but is too scared to ride a 'real' bike.

Don't worry about the gay bit, that's just the standard opening word to any description.

Rossi wannabe = sports bike rider
real bike = anything bigger than the one your riding.
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[obiwan]

[Clanger]

[Drake]

[obiwan]

[Alex A]

A Streetfighter is a crashed sportsbike, bodged back onto the road on a budget. Anything else parading as a 'Streetfighter' is actually a custom.

So the only reason you should ever see a streetfigther'd bike is because it's been crashed, usually badly. Maybe 1 time in 100 you just get someone butchering a perfectly good bike.

[Teflon-Mike]

A 'Street-Fighter', is a genre of custome motorcycle, like a 'Cafe-Racer' or a 'Chopper'; but significantly is based on a contemprary sports-bike, restyled as a 'standard' naked machine.

Ie; a crashed Sports-bike, with the broken bits hacked off!

Cult of the Street-Fighter goes back to the mid 80's to early 90's, a Very exiting time in motorcycling, with a pace of technological advance not seen since the pioneering era of the edwardian period!

https://motorbike-search-engine.co.uk/classic_bikes/honda%20cb900f.jpg

This is a Honda CB900F, it was in 1981, the R1 of its era; a full blooded 'sportsbike', an over-bored 750, it was by the standards of the day, 'light' and 'powerful' and with rather 'frisky' handling. It had 95bhp and topped out at 130mph, ie; it has about as much power as a modern 600, and is abouit as fast.

https://www.suzukicycles.org/photos/suzuki-history/1986/1986_GSXR1100_450.jpg

The original GSXR-1100 'Slab-Sider' or 1984 vinytage, barely three years on from the CB900, took sports bikes in a new direction, the 'Race Replica'.

Not entirely inovative; it was a production version of Suzuki's works endurance race bike of a year or so earlier. What was different, was that it was a factory volume 'production' bike, available, in teh show rooms, not a limited production 'factory special'... otherwise, giove or take a few novel features, it was a pretty conventional machine, and not dissimilar to contemprary 'Cafe Racers', which until then you buiolt yourself, taking something like the CB900F, and adding a Rickman 'Endurance' Faring to, or possibly going the whole hog, and building in a 'special' frame, possibly a Seeley

https://classic-motorbikes.net/images/gallery/honda-cb-750-f2-phil-read-replica.jpg

Honda-Sealey CB750

or the whoile hog, going to Bimota, for a 'bespoke' ready built 'Special'

https://www.motorcyclespecs.co.za/Gallery/Bimota%20hb2%20900%2082.jpg

Bimota HB2, based on CB900F engine.

However, the popularity of the 'Cafe Racer', often becouse Japanese bikes of the era handled so poorly, encouraging owners to so adapt them.... was steering street-bikes in that sort of direction anyway, and Honda's entry into the Techno-Era was the VF750;-

https://www.vf750fd.com/vf750f/vf750vfd.jpg

The V4 concept was hyped as the logiocal way to allow water-cooling, necessary to evolve ever more powerful engines, and meet increasingly stringent emmission regulations, without making the engine inordinately wide, as the 'accross the frame' four had been accused of doing.... (it was actually a common concern that in a low speed spill, the heavy generator rotor on the end of teh crankshaft, could impact through smashed generator cover, and bend the crank-shaft!)

https://www.motorcyclespecs.co.za/Gallery/Kawasaki%20GPZ600R%2085%20%204.jpg

Kawasaki, however dissagreed, and built the GPZ600R, an accross the framw water cooled 4....With traingulated box section frame, leading...

https://www.motorcyclespecs.co.za/Gallery%20%20A/Yamaha%20FZ750%2085%20%201.jpg

Yamaha's FZ750 with 'Genasis' concept proto 'spar' chassis, the engin'e cylinders slanted heavily forwards and 'hung' beneath the beams, providing what is pretty much the 'pattern' for the modern sports motorcycle.....

All THIS within five years.....

Leading to

https://www.motorbikespecs.net/images/Kawasaki/ZXR_750_J1_J2_91-92/ZXR_750_J1_J2_91-92_1.jpg

ZXR750, in a decade.... and there, the evolution ends..... styling has followed fasions, and amall year on year improvements have happened, BUT, to all extents and purposes, not a lot has moved very far 'forwards'.


OK.... that's the technology. The manufacturers offering it, becouse basically they could, and people would buy it.

NOW, in the wider picture; by 1980, motorcycling had been in decline. As a practical means of every day transport, the motorcycle was an increasing irrelevence, where cheap mass produced cars provide much more versatile utiliterian means of getting about.

The motorcycle enjoyed a period of being a 'cheap' alternative to a car, and youth icon, during the 'teen' revolution of the 60's, when the car was still not universally affordable, and credit not easily obtained.

1980's, we got Margeret Thatcher, and market forces and consumerism came to Britain.

But, Japan, was at an ecconomic turning point. It had, since the 1950's been an emmerging ecconomy; living standards and average wages were low, and with a lot of government incentive to manufacture exportable products, they could exploit the low labour rate to offer competative prices in Western Markets.

Worth noting that Japanese bikes, unlike contemprary Chinese offerings were seldom 'Cheap', and though oft critasised for coppying European Designs, they rarely did; a lot of thier products were significantly inovative, and they were agressively chasing 'new' technology almost from the start.

Anyway; 1980's, Japan's ecconomy had, significantly 'matured'. Thirty years since the second world war and the post war reconstruction, younger factory workers were no longer recruited from the paddy-fields, and happy to work for price of renting a modern brick built apartment, rather than living in a paper-screen hut..... they were the children of those early recruits, and had grown up in modern, western industrial society, no longer content to merely make transistor radios and high-tech motorbikes for white-devils, they wanted to buy them. Higher wage expectation, and less favourable government financing incentives; the playing field was levelling.

More so since, the US was in an eccanomic recession, and the UK, tied to the dollar, in an even worse state.....

In 1978, a Yamaha DT175 was £570, in UK dealer Show rooms. By 1982, the DT125LC was over £700, by 1986, they were over £1000, and by 1990, touching £2K. The price of Japanese goods was escalating alarmingly, due in main, to the re-alignment of the value of the yen against the dollar.

However, funding the pace of progress was also a significant factor; expectation, year on year was for ever improved products, with ever more sophisticated design features. During the 1970's, designs could remain in production for perhaps six or seven years with only minor mechanical revisions, and small cosmetic changes; the level of integration of machines of the early '80's and the pace of evolution meant that they might only remain in the catalogue for one or two years, before being rendered obsolete.

This might have been sustainable, or at least ecconomically tolerable, had the machines been selling in increasing numbers to an expanding market, or the inovations were necessary to maintain market share in a stangnent one, but sales were actually falling, and in the UK significantly.

In the 1950's and 1960's, there were five sizes of motorcycle; 'Commuter', 250, 350, 500 and 'side-car-hauler'....

https://www.theworldofmotorcycles.com/vintagebike-images/bsa_gold_star_dbd34_clubmans_1960.jpeg

1960, BSA Gold-Star, The 'Clubmans' favourite, a push-rod single cylinder machine, available in 350 & 500cc capacities, which, legend recounts could be 'adapted' to suit almost any discipline of sporting competition using factory available 'optional' components, or after market parts.

Standar Goldies were used to get to work during the week, possibly Cafe-Racere'd for the By-Bass Ton-up Trials, or fitted with knoblies for a spot of grass-track, maybe a scrambles event, or in the winter, an 'Observed' trial. Getting a bit more seriouse, with a lumpy camshaft, and a skimmed head, possibly re-jetting the carb to run on methanol, even competed in Drag races, Sprints & Hill-Climbs, or short-circuit road races.

This is a peculiar one, of much versatility, BUT, the general expectation of a motorcycle in the PRe 80's era was that it ought to be every-day all round useable, as practical means of transport, and some 'scope' to be adapted for any sporting or more specialised interest.

Hence the 'Sports-Bikes' of the Early 80's looking most like a modern 'commuter' or 'standard' motorcycle.

BUT; and the trend wasn't set by the Japanese, but they spotted it, and exploited it; the smaller European manufacturers were surviving by offering more 'specialised' motorcycles.

BSA, until its corporate financial colapse in 1972, was the worlds largest manufacture of motorcycles. (Pedants will start arguing, numbers and years, but you get the idea!) The BSA group manufactured something like 1/3 of the machines churned out annually by the British Bike Industry, and the British Bike Industry churned out something like a third of teh worlds motorcycles.... of which, aprox a third were sold in the USA.....

Italian marques, noteably offered 'exotic' sporting motorcycles; cafe-racers straight out the show room.

The Spanish, though, making more 'rugged' motorcycles for the domestic markets, and 'developing counrty' markets, notably South America and North Africa, were quick to latch on to the 'Dirt-Bike'.

And in North America, with large, unsurfaced open spaces, where dirt riding was becoming a significantly pure 'leisure-persuit', the demand for ready made 'Scramblers' or 'Trials Specials' was rather large, at times larger than the demand for pure street-bikes.

Consequently, the Japanese, had, early on, started the process of 'Diversification', offering not just ONE standard motorcycle, as BSA had done, leaving it to the customer to adapt to thier purposes with after market parts or possibly some catalogue option, but offering perhaps three, if not more, variants of the same motorcycle.

But, chasing ever more specialises niches, even that was often not enough! Yamaha's original 125cc air cooled, reed valve two stroke, had spawned; YZ125, pure competition motorcross; IT175 Competition Enduro, TY125 Competition Trials, MX125, off-road leaisure machine, DT125 'Street-Scrambler'... oh, and less closely related, the YB100 & YB125 'cummuter' bikes...... and they were far from the same basic bike with different bodywork and stickers, to denote possibly no more than a bigger carburettor or different shape exhaust. While there was a lot of parts comonality accross the family, they are to all extents and purposes different bikes, having different frames and often completely different suspension systems, as well as gear ratios and barel porting.

For tarmac? Well, by the mid 70's the Yamaha had gone 'twin', and they offered the RD125, and air-cooled two stroke twin, as thier 'sporting' roadster; I believe some markets got a single carbed 'touring' version too. While they offered the TZ125, then a water cooled single to meet FIM class regulations, for pure track use.

Back to what I was saying before, this was the degree of specialisation reached accross the spectrum of motorcycling; and The Japanese, took the principle of the small scale manufacturers, and upped the volumes.

But 'road bikes' at least, were STILL, pretty much 'Standard' all round motorcycles. If you wanted a 'Custom' you bough the standard model and added ape hangers and a stach pouch; if you wanted a tourer, you fitted king & queen seat, luggage rack and a set of Rickman paniers, and for more sports, as said, ace-bars, maybe a fairing.

The modern 'Cruiser' was seen in its infancy in the early 80's as the 'Factory Custom' or 'US-Eddition'; a variant of the standard road bike, given shorter rear shocks, possibly slightly longer forks, almost certainly slightly higher handlebars, and as likely a stepped seat.

Suzuki's GSX-R, was the start of the full on 'Race Replica', but the Yamaha Virago, was the start of the Factory Cruiser, while after Honda's 'Bol-D'Or' program, of re-marketing obsolete designs with a bulbouse full fairing and the name of a prestigeouse Endurance Race, 'sort' of started the Factory 'Tourer'... it was merely filling gap between a standard street-bike, and the full-on Gold-Wing.....

In the UK, with such dramatically shrinking market, in part due to dwindling up take, unaided by unfavourable ecconomics, we often go few of the more diversified models officially imported to our shores.

In fact, where the USA got a fairly large selection of the entire range of machines made by the Japanese Manufactueres, the UK often only got two or three models in any particular capacity bracket.

AND, most often, those were the 'Headline' 'Sports' models.

Previousely, the typical bike buyer bought to a budget, usually cash, and from savings. The typical bike buyer was a young man; under 21, on a 'working' weekly wage. Credit regulation of the era, usually required as much as a 50% deposit, and credit was frequently not given to people with unverifiable earnings, paid cash, over the counter at a factory cashiers window once a week; but to people paid a salery, by cheque or bank transfer direct into thier 'verifiable' bank account.

This hindered sales, and particularly of higher priced machines. Buying 'On the Knock' of 'Hire Purchase' was a credit regulation 'Dodge'; the goods not sold, but 'rented' on a fixed term lease, with the 'option' to buy title to the 'used' product at the very end of the lease term for a sum equivilent to the weekly or monthly 'rental' charge, but it was an expensive way to buy, usually interest rates boardering on usary, and often, still, a very large initial deposit.

1980's Maggy T 'De-Regulated' a lot of consumer credit control (and landed us in the shit, taking away the moderation that allowed the 'credit crunch'), and with more reasonably priced credit, more widely available..... a lot more incentive, IF you were going to sign yor soul to the Satan of credit.... might as well have the bike you really WANT, not the bike you'd other wise settle for....

And besides; if you saved up, chances are, by the time you'd saved equivilent of the installements, price would have gone up more, and you couldn't afford it anyway....

Actually true; 1990, I bought a Kawasaki AR125, brand new in the dealer show room, for sticker price of £1300. Two years later, after making the last HP Installement, it had cost me, £1700.... If I had saved my payements for the two years, and walked into teh show room, cash in hand, I would have been £99 SHORT of being able to buy the exact same motorcycle!

But there was another perversity; despite easier credit, annual sales were still falling, and with ever higher show-room prices, the second hand market was ludicrousely strong.

There were simpluy NOT enough decent second hand bikes for the people that wanted them.

And, with the initial diversification of the markets, and the increasing specialisation, demands of the two markets were vastly different.

New bike buyers, wanted the latest, must have technology. Increasingly not traditional 18-25 year olds looking for speed on the cheap before getting girl up teh duff and having to trade it in for a second hand car..... but older, more mature riders, buying as a second vehicle, mainly for leisure use.

Either way, buying new, though, their imperatives were usually for performance and style, over practicality and versatility.

Second hand buyer; wanted ecconomy, practicality and versatility, and issues such as user serviceability, ease of repairs, cost of spares etc, were more important than whether it was this years colour scheme or had an added bhp of peak power, or a wiffle valve that gave a more progressive suspension action at maximum lean angles....

Ie; second hand buyers wanted the virtues of older, more 'conventional' motorcycles... BUT market wasn't selling new ones like that any more..... it was selling sports bikes.

Dont want that? get a dirt bike.... or a cruiser, those are the options.

This was the dilemah facing 809's/90 'every-day' biker.... BUT we had another very big factor in the equation, and that was, the Norwich Union 'Rider' insurance policy.

Market was shrinking. The Norich Union was one of the Countries largest Insurance Brokers, and in the early 80's, due to the shrinking number of motorcycle policies sold, decided to 'Rationalise' their policies.

Utterly perplexed by an increasingly complicated motorcycle market, with ever more models and genre's of machine, and ever more frequent model changes and specification updates.... they decided to 'give up' trying to chase the statistics and work out what bikes had the highest risk of theft or accident or anything..... and offered a simple solution, they would offer one, basic policy, covered any motorcycle you owned, up to a certain capacity size.

Premium was calculated on rider age (not experience, just age!), Machine Capacity, Machine Age, Machine Value, and policy holder's post code.

Consequently, a 17 year old, would pay as much for a 75bhp CBX550, as a 30bhp XT500, as they both fell in the 'up to 600cc, bracket, or more to insure a 60bhp BMW R80, simply becouse it had a bigger cylinder displacement.

Also, Norich Union management of the era were, newly liberated by that bludy womans financial regulation revisions, same as lead to the Lloyds 'Names' crisis..... they didn't actually CARE if they made any money from motorcycle insurance... as far as marketing were concerned, they simply had to price policies to maintain market share.... another department did the 'adjustment' and if they got it wrong and 'lost' money this year, well, they'd put up base premiums the following year to recoup the loss.....

Only... and this was the cock-up, they 'bagged' motorcycle policies in with general motor policies.... so provided motor insurance as a whole remained in the black... any loss on bikes was paid for by car drivers.....

So, blanket insurance policies, basing premiums almost entirely on engine displacement; costs as much to insure a 'boring' 40bhp four stroke Suzuki GSX400 commuter twin, as a rip snorting RG500 'Gamma' two stroke GP replica with 90bhp.... easy credit, prices increasing faster than you can save up, what the heck!

AND provided you bought a Fully Comprehensive 'Rider-Policy'.... drop it, stack it, Norwich union would fix it, or if less than a year old, buy you a new one...... Who CARES that a cast clip on handle bar is £136, or a painted fairing panel is £742.....

Well, the lad that stacks his bike, on third party only insurance, or who has crashed after the firs years, 'New for old Replacement' clause has lapsed, and the dealer quotes more than 45% of the bikes 'book second hand value' to fix it, causing Norwish union to deem it a right off, and pay out at second hand value, leaving lad with no bike, and a shortfall left to pay the finance company.

In 1991 I was actually in that situation with the AR125, which was stolen recovered, and for the sale of a scratched fairing and a chisseled lock set, was initially deemed a 'total loss', which having paid £1300 for the bike, less than four months later, was deemed to have a second hand value of £900, less my £150 complulsary excess, paying the HP company, £750, and leaving me, with no bike, (would have been the property of insurance co) and instantly laible, as I was no longer keeper of the machine, to settle over £600's worth of outstanding finance!

With the price of bikes escalating, more the price of spares escalating; it was actually shown by one of the magazines, that by the pay-out schemes adopted by the insurance companies, significantly set by Norwich Union, if a brand new FZ600 fell off its side stand, a snapped brake lever, and skuffed Yamaha Sticker, could deem the bike a 'total loss'.

Two consequences; Salvage yards enjoyed a lot of very young 'Write Offs' coming into thier hads with little more than a few scratches, that Insurance commpanies deemed needed full profesional re-spray or complet new set of factory panels to make 'good', or with minor cosmetic damage, the panels cracked, and possibly the handl-bars snapped.

The Insurance companies actually gloated at the high prices such 'written off' bikes fetched at auction, becouse by thier standards, they were beyond ecconomical repair.

And, being brutal, salvage prices were, and remain inordinately high; bikes fetching at salvage auction prices far higher than any-one can ecconomically repair them to 'original' condition for.

BUT, ditch unnecessary parts as fairings, dont use genuine manufactuerers replacement parts, where cheaper after market or accessory parts can be used, AND....

Well, on second hand market, where function is worth more than fasion....

You take a GSX-R that has been dropped. Pull the fairing off, and you have, beneath a fairly conventional, upright and finned cylinder engine, in a perimeter syle frame that LOOKs like a motorbike..... if nothing else wrong... job jobbed, for a few screws, maybe a bit of hacksaw work, and well, slap an aftermarket fork mount headlamp for a CB900 on it....

And if the clip-on is snapped, well, unless you are lucky enough to find a bike thats been down the road on the other side to make a pair, just pull them both off; get a pair of bar clamps for a dirt bike, drill the yoke to fit them, and slap on a pair of £20 'LC-Bars or whatever takes your fancy.... drag bars look cool.....

If the foot-peg is snapped? Well, bit of met-fab, make a hanger, bolt a Honda CB125 peg to it.... want to get fancy, set of after market rear-sets are cheaper than an OEM replacement....

And ironically, you have done a reverse Cafe Racer 'Special' making a 'Custom' standard motorcycle, from a factory 'Cafe Racer'!

De-Evolving the factory model for a specilaist 'new' market niche, to create the kind of 'ordinary' motorcycle the second hand market demands.

AND created a new genre of 'Custom' in the process!

And layering irony on irony, what do manufacturers do, when they see the way customers are 'adapting' thier products?

Decide that this is a NEW 'specialist nice' and start creating factory 'Street-Fighters' to fill it!

Yeah... I would say that the genre of the Street-fighter wasn't just a way to make a crashed sportsbike, 'useable' and avoid it being written off, for a few scratches and a bent handlebar, and that it was 'custom' engineering a bike to suit customer needs, and provide something more every day useable, every day comfortable, and 'go back' to something less specialised, evolved and inherently compromised, but MAINLY...

Its just making a crashed sports bike 'serviceable'!

Idea its in some way an artistic expression of motorcycling asthetics..... err.... I LIKE the idea.... "HERE, Suzuki, LOOK! See this bike you built?! Yeah, they bike you said WE wanted, a REAL racer for the road? Yup! Well, see here? THIS is what I REALLY want.... PROPPER bike, like your old GS thou! STOP RAMMING TECHNOLOGY DOWN MY THROAT FOR THE SAKE OF IT!"

But.... nope. 99.9%, an expression of ecconomic necessity......

The Classic 'Chopper' is nothing more than pure creative ecentricity, utterly form OVER function, an excersize in metal, persuing an idea of asthetics beyond tenability, with the only constraint it ought to remain, physically rideable.

And thats not a critasism. Its a simple fact. You dont build a chopper, becouse its comfortable, or it's fast or it handle's well, you build one SIMPLY becouse it looks 'good' (or ought to!). Like any custom, done well, it can transend mere mechanics into art, whether you like the genre or not.

The Cafe Racer, almost the antithasis of the Chopper, it ought to be about form being a slave to function, the machine dedicated not to looks, or practicality, but attaining a level of speed and handling beyond that you can simply 'buy'.

An ethos, I think lost in many modern Cafe Racer builds, where the aim is almost as egocentrically asthetic, as building a chopper, when more painstaking attension is given to attaining the 'classic look' or attaining a level of performance from attaching a lot of inordinately expenive parts to an antique engine, in a stone age frame, to gain no where even near the performance of a standard show room modern motorcycle.

The Street-Fighter?

Well, yeah. Taking a perfectly serviceable modern sportsbike, maybe one thats merely a few years out of date, and stripping perfectly serviceable parts off it, to stick on cheap and tacky after market assessory bits, MERELY to be a slave to fasion, IS something of a perversion of the ethos.

Taking a crashed contemprary sports bike, as those of the inception era, and 'doing something' more elegant with it; creating a 'conventional' motorcycle, where there no longer is such a thing, in the ever more bewildering aray of more specialised mich market models....

Blending that idea, of creating something that the manufacturer doesn't, from something they do, using your own imagination, skill and creativity, to produce something that is asthetically pleasing, YET retains a level of performance other wise unachievable, and a measure of uniqueness, and individual expression....

Well.... THATR is a custom motorcycle, and as any other, done well, can transend boundries and be a thing of beuty as well as a joy to own and use...

But for FUCK SAKE.......

https://furoreproducts.co.uk/13-85-large/twin-dominator-headlight-chrome.jpg

Dominator headlamps, an alloy polishing kit, a tub of pink or purple anodised allen screws and a funky neon HEL braided brake line kit, does NOT a custom make!

A custom motorcycle ought to be MORE than the sum of its parts..... not a fucking list of bts from The M&P catalogue, something distinctly LESS than the sum of its parts, and an expression of no more that the creators LACK of, creativity, inginuity, dexterity, style, and taste, and the limit of both their imagination, and credit card limit!
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My Webby'Tef's-tQ, loads of stuff about my bikes, my Land-Rovers, and the stuff I do with them!
Current Bikes:'Honda VF1000F' ;'CB750F2N' ;'CB125TD ( 6 3 of em!)'; 'Montesa Cota 248'. Learner FAQ's:= 'U want to Ride a Motorbike! Where Do U start?'

[Ichy]

[Gerrard]

Plus some change there damaged bike into a Rat Bike... and I like Rat Bikes
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Honda Blackbird the great all rounder.
Chillin near Malaga.
Marco Simoncelli 58

[pinkyfloyd]

I'm in the "ruins a perfectly good bike" camp when it comes to streetfighters.

I saw a ghastly one just the other day. Front end of what looked like a Bandit with the rear of a Ducatti stuck on the end at almost a vertical angle. It was ghastly.

Bit like this

https://www.crazymag.com/upload/amazing%20streetfighter%20(25).jpg

What posseses someone to do that to a bike? I know its personal taste but it just looks wrong.
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illuminateTHEmind wrote: I am just more evolved than most of you guys... this allows me to pick of things quickly which would have normally taken the common man years to master
Hockeystorm65:.well there are childish arguments...there are very childish arguments.....there are really stupid childish arguments and now there are......Pinkfloyd arguments!
Teflon-Mike:I think I agree with just about all Pinky has said.

[Gerrard]

[Berk]

[shereen]

[Ichy]

[nowhere.elysium]