A caf racer is a genre of sport motorcycles that originated among British motorcycle enthusiasts of the early 1960s in London. Caf racers were standard production bikes that were modified by their owners and optimized for speed and handling for quick rides over short distances.[1] Caf racers have since become popular around the world, and some manufacturers produce factory-made models that are available in the showrooms.

Noted for its visual minimalism, a 1960s caf racer would typically be an English parallel twin motorcycle with low-mounted clip-on or "Ace" handlebars with rear-set footrests. Items considered "non-essential" such as side panels, rear chain enclosures, and voluminous mudguards (fenders) were replaced by lighter items, or dispensed with altogether.[2]

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Caf racers were particularly associated with the urban rocker or "ton-up boys" youth subculture, where the bikes were used for short, quick rides between popular cafs, such as London's Ace Cafe on the North Circular ring road, and Watford's Busy Bee caf.[3][4][2][5][6] In post-war Britain, car ownership was still uncommon, but as rationing and austerity diminished, by the late 1950s young people could for the first time afford a motorcycle.[7] Previously, motorcycles (often with voluminous sidecars) provided family transport, but the growing economy enabled such families to afford a car and dispense with a motorcycle at last. Young people were eager to buy such cast-off motorcycles and modify them into caf racers, which for them represented speed, status, and rebellion, rather than mere inability to afford a car.[8]

The caf racer idea caught on in the US, which was already a major market for British motorcycles. In 2014, journalist Ben Stewart recognised the caf racer as a European style that would be appreciated in America.[9] Writing in 1973, Wallace Wyss claimed that the term "caf racer" was originally used in Europe to describe a "motorcyclist who played at being an Isle of Man road racer".[10]

"Rockers" were a young and rebellious rock and roll subculture[11] who wanted to escape the convention of mainstream 1950s UK culture. Owning a fast, personalised, and distinctive caf racer gave them status and allowed them to ride between transport cafs in and around towns and cities.[12][13][14] Biker lore has it that one goal was to reach "the ton", (100 miles per hour (160 km/h)), along a route where the rider would leave from a caf, race to a predetermined point, and return to the caf before a single song could play on the jukebox, called record-racing. However, author Mike Seate contends that record-racing is a myth, the story having originated in an episode of the BBC Dixon of Dock Green television show.[15] Caf racers are remembered as being especially fond of rockabilly music and their image is now embedded in today's rockabilly culture.[16][17]

The caf racer subculture has created a separate look and identity with modern caf racers taking style elements from American greasers, British rockers, 70s bikers, and modern motorcycle riders to create a global style of their own.[9][3]

Caf racer riders would often lighten their bikes, and tune their engine, typically fitting "clip-ons" (or dropped handlebars) and rear-set footrests,[4] which enabled the rider to "tuck in", reducing wind resistance and improving control.[18] Occasionally, caf racers might be fitted with half- or even full-race-style fairings.[10] Some bikes had swept-back pipes, reverse cone megaphone mufflers, TT100 Dunlop tires, and larger carburetors (often with inlet trumpet rather than air filters). Occasionally the standard dual seat would be replaced by a solo saddle.[19]

As owners became more experimental, they would fit engines in different frames. A typical example was the "Triton", a homemade combination of a Triumph Bonneville engine in a Norton Featherbed frame.[18] A less common hybrid was the "Tribsa", which had a Triumph engine in a BSA duplex frame. Other hybrids included the "NorVin" (a Vincent V-Twin engine in a Featherbed frame), and bikes with racing frames by Rickman or Seeley.

Caf racer styling evolved throughout the time of their popularity. By the mid-1970s, Japanese bikes had overtaken British bikes in the marketplace, and the look of real Grand Prix racing bikes had changed. The hand-made, frequently unpainted aluminium racing fuel tanks of the 1960s had evolved into square, narrow, fibreglass tanks. Increasingly, three-cylinder Kawasaki two-strokes, four-cylinder four-stroke Kawasaki Z1, and four-cylinder Honda engines were the basis for caf racer conversions. By 1977, a number of manufacturers had taken notice of the caf racer boom and were producing factory caf racers, such as the well-received Moto Guzzi Le Mans[20] and the Harley-Davidson XLCR.[21][22][23] The Japanese domestic market started making cafe racer replicas in the early 1980s, first Honda with the GB250 in 1983, then GB400 and GB500 versions in 1985. The GB400TTMKII has a frame mounted fairing and single seat with cowl. The Honda GB500 TT, sought to emulate BSA and Norton caf racers of the 1960s.[24] Markets outside got the XBR500 in 1985, with more angular modern styling to compete with the Yamaha SRX600, until Honda USA released a version of the GB500 in 1989.

In the mid-1970s, riders continued to modify standard production motorcycles into so-called "caf racers" by equipping them with clubman bars and a small fairing around the headlight. A number of European manufacturers, including Benelli, BMW, Bultaco, and Derbi produced factory "caf" variants of their standard motorcycles in this manner,[25] without any modifications made to make them faster or more powerful,[26] a trend that continues today.[27][28]

Although many riders of four-strokes associate cafe racers with four-stroke motors and British marques, and with an era prior to the onslaught of mostly-Japanese two-strokes, owners of two-stroke standard motorcycles have also been as enthusiastic at modifying their motorcycles into cafe racers, although the riders are less likely to ape 1950s clothing and hair fashions. During the course of the 1980s, manufacturers mostly phased out two-stroke standard motorcycles, replacing them with race replicas. Many obsolete standard designs continued to be manufactured or distributed from remaining stocks, especially in less wealthy countries. 1970s Yamaha and Honda designs, by example, were distributed or manufactured in India and elsewhere through partnerships with Indian manufacturers such as Escorts (partnered with Yamaha) and Hero Cycles (Hero Honda). Owners of these machines in countries where they are still available, such as India, Malaysia, and the Philippines have continued to modify these two-stroke standard motorcycles into cafe racers.[29][30][31][32] Manufacturers of newer two-stroke designs also produce cafe racer inspired models, including the British 250cc Langen cafe racer announced in 2020.[33][34]

Major manufacturers, such as BMW, Norton, Ducati and Yamaha, have responded to consumer interest in ready-to-ride caf racers[37] and have exploited this niche market. Triumph produced a turn-key retro motorcycle with their Thruxton R. Another modern cafe racer is the Ducati SportClassic, made from 2006 till 2009.

A shared design foundation that can frequently be found among many caf racers are clip on handle bars, a flat alignment of the passenger seat and fuel tank and spoked wheels for a distinctive look.[39]

It can be done but keep in mind every mod you make here will effect another area of your bikes performance. One example I have done personally was A GN250 Scrambler. From standard the GN 250 has quite a relaxed rake (a lot of people build bobbers from them) so you can afford to raise the rear a bit without getting into dangerous territory up front.

This one tends to be my weapon of choice on brat style seats. A nice swept bend can really set the seat off well. Having that up sweep on your cafe racer tail hoop allows more travel for every mm you raise the rear. In addition to sweeping the tail hoop up I will add a recess in the seat pan when fiberglassing to allow the wheel to travel up inside the frame while still keeping the straight line of the seat. the foam gets a little thinner but no one is siting back there anyway!

I have never actually used this method, however have seen it done many times. Having 2 straight frame rails or even leaving the stock tail subframe and building the tail cowl around that. this allows you to achieve the look you want without modifying your bike frame at all. allowing you to keep your stock suspension travel and setup with no worry at all!

I am having similar clearance issues on my 74 cb750 brat style build (flat seat) I like to use the original length shocks (13") but my rear tire rubs the after market oil tank located on my down tube. Going to a longer shock would compromise my ride. Any suggestions?

Cheers

The name Thruxton is an internationally acclaimed motorcycle racing icon, born from incredible success at the Thruxton 500 and the Isle of Man TT, inspiring a whole generation of fanatical teenage cafe racers. 

Designed and developed to evolve the legend further, the Thruxton RS combines all the original cafe racer design DNA and pure original style while pushing forward the level of modern capability and performance.

Between work and study I would browse various classified sites looking for the right cafe racer parts or a cafe racer project when I stumbled on what seemed like a nice blank canvas. I had seen a few pictures through social media of bikes that guys had resurrected into a caf racer and thought, with every ounce of arrogance I had,

I wanted this bike to be my weekend rider, built to ride out over the Gold Coast Hinterland and down over the border on day trips. Having a unique modern look but giving a nod to the classic caf racer style customs that influenced me to get the bike.

The Suzuki was stripped bare, all tabs cut off and the tail section removed. Pulling the front and rear ends off, I realized just how heavy early cast wheels are so I sourced a complete Suzuki GSXR front end, a Ducati Single sided rear and matching Marchesini wheel, both wrapped in Metzeler Rubber. The frame was widened and braced in the back to suit the new mono-shock setup and the standard Sachs spring was rebuilt to suit the removal of the linkage. 152ee80cbc

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