The gunmetal-finish hard-anodized forks are rebuilt by Race Tech to perform
better than the original Showa unit. The new triple clamps from SpeedyMoto with
a wider offset, are eye-catching and efficient: the lower clamp,
in particular, increases stiffness, giving the steering greater stability.
The forks’ diamond-like coating (actually a carbonized titanium nitride) is
“super hard and creates very little friction,” Kenefick says. The gunmetal
color is a visual cue that unites the shapes throughout. “We wanted to give it a
‘works’ look, like a racer or prototype,” he adds.
 AirTrix paint. Photograph by Cordero Studios/ www.corderostudios.com (Click image to enlarge)
The Monster’s bikini fairing is perfunctory, at best. Zero Gravity’s jet fighter
canopy Lexan replacement is aero-dynamically sculpted, mounted with titanium
brackets that are rock solid at the high speeds this bike will inevitably
achieve. The Ducati bars, grips and Magneti Marelli instruments have been
retained. Robust Honda CBR600RR brake master cylinder and VFR800 clutch master
cylinder with Honda levers assume those duties. Turn signals and the horn have
been removed, and a single grip-mounted mirror offers the bare minimum rear
view. Upgrading the brakes to a Honda CBR1000RR unit (similar to the Spencer
bike) with Tokico calipers, he has added custom-made superbike-quality stainless
steel lines, pads and rotors from Galfer USA.The legendary trellis frame presented a challenge worthy of Kenefick’s skills.
The frame was blasted with metal buckshot to relax the metal and relieve
residual stress. After he polished the frame and roll-polished the welds,
Applied Powder Coat in nearby Oxnard added a two-stage powdercoat with a chrome
base and a translucent candy-apple red clear. The tank, refinished by Airtrix in
16 coats of clear red lacquer, and seat are carried over from the original. The
passenger grab handles were removed, and LED turn signals are being
considered. The side stand is sourced from the 916. Factory ignition and fuel delivery were retained, but velocity stacks replace
the airbox. The stacks, two-stage powdercoated in candy-apple red, provide a
visual accent inside the frame. “We don’t need to ‘find’ more power,” Kenefick
says. “By optimizing the engine and fitting Ducati SPS performance cams, we’ve
achieved an increase from 118 to 132 horsepower.”
 Leo Vince carbon fiber mufflers. Photograph by Cordero Studios/ www.corderostudios.com (Click image to enlarge)
The RetroSBK Monster’s powerplant is a focal point of Kenefick’s virtuosity. The
first step was to eliminate the unsightly electrical cables that invaded the
engine space. He cut the wiring in half, splitting the harnesses into two
sections running down each side of the frame. The belts and hoses are now
Superbike-class quality and ultra-light titanium clamps keep things neat and
tight. An example of the attention to detail is the reconfigured coolant
overflow hose, inspired by Kenefick’s racing experience—it directs excess
coolant onto the exhaust header, where it evaporates rather than
drip dangerously into the rear wheel’s path.The engine was stripped down and all components given a proprietary
blackout paint treatment increasing toughness and durability, while emphasizing
a techno-industrial look. The SpeedyMoto water pump and crankshaft covers are
anodized gunmetal. Zero Gravity’s Lexan belt covers draw the eye to the
seductive movement of the powerplant in motion. The SpeedyMoto billet pressure
pate has been finished in candy apple, with clutch springs in gunmetal as an
accent. A SpeedyMoto billet cover, caps the unit with scalloped vents, fusing
cool form with cooling function.
A gaggle of carbon fiber panels has been jettisoned. “Carbon fiber is the chrome
of the sportbike set, and in this case, purely decorative,” Kenefick admits.
“For example, we replaced the front fender with a Honda unit that actually makes
the bike look more aggressive and is more aerodynamic.” Foot controls from Sato Racing are an organic design in silver billet that tie
in to the look of the exhaust, and the rear sets have linear bearings with
virtually no friction in the movement of the shifter and brake lever. Galfer
produced a custom brake line specifically to accommodate this arrangement.
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