Motorcycle world flooded with mechanical quirks that never really caught on. Think central hub steering, two-wheel drive and even automatic transmissions. But at the top of the list should be the rotary engine. Despite limited success in the popular car world, there are many people who have tried to create a Wankel powered motorcycle.
Suzuki is perhaps best known, with the RE5. But at the same time, Dutch company Van Veen is experimenting, and so is the German Hercules outfit – with its majestic W-2000.
This is the first time we’ve seen a custom Hercules, but it was built by a man who will be familiar to frequent visitors of this site: Greg Hageman. Greg made a name for himself with the Virago custom, but today, he can spin his hand with anything that has two wheels.
That made him the perfect choice for customer Alessandro Bonomi, who was intrigued by the idea of a first camera. rehibilitate.
Alessandro was particularly intrigued by the story of Hercules: “There is something magical about dreams and forgotten automobile ruins,” he mused. “One idea is the idea that the rotary engine could be the future of motorcycles.”
“On paper, that thought seemed like a genius. A system that will reduce vibrations and provide uniform torque, while saving significant weight. Unfortunately, it was the right idea but not the timing.”
Finding the right donor bike is paramount, because resuscitating or repairing a crank engine that’s been in poor condition from the ’70s can be tricky. Luckily, Greg’s father-in-law happens to have an extremely rare Hercules W-2000 in his collection. And believing in what Greg and Alessandro are setting out for, he’s ready to part with it.
“This connection between people and emotions makes the work that much more special,” says Alessandro. So I dedicated the bike and built it for my own father, typifying the ‘Project Andy’ adventure. “
Alessandro expressed his vision to Greg, with ideas revolving around design and performance upgrades. Because even by 1970s standards, the Hercules W-2000 is pretty rustic – and the air-cooled 294cc Sachs single-rotor engine is a pretty basic, albeit technologically offbeat, engine.
“I see this as a positive, because we had an original ‘pure’ industrial rotary engine, uncluttered by unnecessary complexity. Those are the parts around the engine that need the most attention.”
Hercules can predict if handling is a bit slow, so Greg upgraded the suspension with a Yamaha XS650 fork. They’ve been overhauled with new tubes and seals, plus parts from Race Tech — including a Gold Valve cartridge emulator.
The hubs are also XS650, both front and rear, and fitted with new 17-inch wheels from Buchanan’s. They are 3.5 inches wide at the front and 4.25 at the rear, and are fitted with heavy-duty stainless spokes. The tires are Avon MKII, with a period pattern that matches the modern construction.
There’s no shortage of braking power, though, as Greg fitted the front brake calipers from a 2003 Yamaha YZF-R1 using a billet adapter, along with a 320 mm Brembo rotor. They are powered by a Magura HC1 radial main cylinder.
At the back, there’s an XS650 drum – upgraded with new shoes from EBC – accompanied by a custom pair of Hagon Nitro shocks.
The finishes are top-notch, from the brilliant sheen of the CNC-machined Motogadget grips to the newly plated hardware and gorgeous metallic paintwork, captured by Tampa-based Moe Colors.
The graphic on the tank is inspired, mirroring the shape of the side caps and everything else has been neatly refinished in powder or Cerakote by Schwarz Powder Coating in Illinois.
In factory form, the Hercules looks a bit ugly, but Greg has cleverly demystified the aesthetic with a new chair upholstered by Tuffside and a small tail unit. He’s also added a classic quarterback at the front, which features Custom Dynamics ProBEAM LED headlights behind a clear dome.
As always with builds like this, a lot of work is hidden. That includes the new electrical system, which will remove all traces of classic unreliability. The main hidden features are Motogadget components, with a Bluetooth mo.unit control box supplying speedo, switchgear and turn signals from the same manufacturer.
This W-2000 was one of those builds that could have gone horribly wrong, but Alessandro was very pleased with the results.
“It’s like there’s never been a bike I’ve ridden,” he enthused. “She is light, agile, and incredibly agile. But more than anything, there’s a different energy when you hit the gas… the bike almost disappears underneath, there’s no real vibration, and you simply find yourself gliding effortlessly. ”
We’d give anything to swing a foot on this one and see what it feels like to have smooth spinning power in an updated, lightweight chassis. Alessandro was the first to admit that the Hercules project was ‘ideal’, but his dollars and imagination also turned the attention back to a lost moment in motorcycle history.
More like this, please.
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