Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Colorado Norton Works, located in Dolores, CO,  specializes in rebuilding classic Norton bikes, bringing them to a whole different level of performance, finish and detail. CNW came to Hanksville for the pipes that are used on these beautiful bikes.

The SS pipes that we make for CNW are reproductions of the rare versions used on some Nortons back in the day. Gary at CNW worked with us extensively to achieve the correct fit and appearance of these pipes. After we mandrel-bent the pipes from 1.625" 304SS, we fitted them to specially-made jigs provided by CNW to ensure consistent quality. The pipes are polished, then fitted with CNW's own clamps and mufflers.

Chris' CBX was extensively raced back in the day, so it was in rough condition by the time he bought it. He has since given it a full restoration, including new paint and a built engine. He retained the original race header, complete with scrapes and holes, but asked the Hanksville team to custom mandrel-bend a new midpipe. We began by removing and bead-blasting the header, and removing the existing midpipe which was crush-bent. We then patched a thin spot on the bottom of the header by TIG-welding a 1/8" plate, then filled several cracks and holes. The midpipe itself is made from 2" cold-rolled steel, which will be ceramic-coated along with the rest of the header. It features three continuous mandrel bends, which were custom-bent here at Hanksville. We added a slip-fit and clamp to allow the midpipe to be removed from the header.

Chris' CBX was extensively raced back in the day, so it was in rough condition by the time he bought it. He has since given it a full restoration, including new paint and a built engine. He retained the original race header, complete with scrapes and holes, but asked the Hanksville team to custom mandrel-bend a new midpipe. We began by removing and bead-blasting the header, and removing the existing midpipe which was crush-bent. We then patched a thin spot on the bottom of the header by TIG-welding a 1/8" plate, then filled several cracks and holes. The midpipe itself is made from 2" cold-rolled steel, which will be ceramic-coated along with the rest of the header. It features three continuous mandrel bends, which were custom-bent here at Hanksville. We added a slip-fit and clamp to allow the midpipe to be removed from the header.

Chris' CBX was extensively raced back in the day, so it was in rough condition by the time he bought it. He has since given it a full restoration, including new paint and a built engine. He retained the original race header, complete with scrapes and holes, but asked the Hanksville team to custom mandrel-bend a new midpipe. We began by removing and bead-blasting the header, and removing the existing midpipe which was crush-bent. We then patched a thin spot on the bottom of the header by TIG-welding a 1/8" plate, then filled several cracks and holes. The midpipe itself is made from 2" cold-rolled steel, which will be ceramic-coated along with the rest of the header. It features three continuous mandrel bends, which were custom-bent here at Hanksville. We added a slip-fit and clamp to allow the midpipe to be removed from the header.

Chris' CBX was extensively raced back in the day, so it was in rough condition by the time he bought it. He has since given it a full restoration, including new paint and a built engine. He retained the original race header, complete with scrapes and holes, but asked the Hanksville team to custom mandrel-bend a new midpipe. We began by removing and bead-blasting the header, and removing the existing midpipe which was crush-bent. We then patched a thin spot on the bottom of the header by TIG-welding a 1/8" plate, then filled several cracks and holes. The midpipe itself is made from 2" cold-rolled steel, which will be ceramic-coated along with the rest of the header. It features three continuous mandrel bends, which were custom-bent here at Hanksville. We added a slip-fit and clamp to allow the midpipe to be removed from the header.

Chris' CBX was extensively raced back in the day, so it was in rough condition by the time he bought it. He has since given it a full restoration, including new paint and a built engine. He retained the original race header, complete with scrapes and holes, but asked the Hanksville team to custom mandrel-bend a new midpipe. We began by removing and bead-blasting the header, and removing the existing midpipe which was crush-bent. We then patched a thin spot on the bottom of the header by TIG-welding a 1/8" plate, then filled several cracks and holes. The midpipe itself is made from 2" cold-rolled steel, which will be ceramic-coated along with the rest of the header. It features three continuous mandrel bends, which were custom-bent here at Hanksville. We added a slip-fit and clamp to allow the midpipe to be removed from the header.

Richard asked us to fabricate a new midpipe after installing a turbo on his Kawasaki. We began by carefully placing the bike on our Snap-On motorcycle lift, then we measured and mocked-up a test pipe from cold-rolled steel. After we had determined the correct bend angles and measurements, we bent the real pipe from 304 stainless steel and TIG-welded the flange and tube joints.

Richard asked us to fabricate a new midpipe after installing a turbo on his Kawasaki. We began by carefully placing the bike on our Snap-On motorcycle lift, then we measured and mocked-up a test pipe from cold-rolled steel. After we had determined the correct bend angles and measurements, we bent the real pipe from 304 stainless steel and TIG-welded the flange and tube joints.

Richard asked us to fabricate a new midpipe after installing a turbo on his Kawasaki. We began by carefully placing the bike on our Snap-On motorcycle lift, then we measured and mocked-up a test pipe from cold-rolled steel. After we had determined the correct bend angles and measurements, we bent the real pipe from 304 stainless steel and TIG-welded the flange and tube joints.

Richard asked us to fabricate a new midpipe after installing a turbo on his Kawasaki. We began by carefully placing the bike on our Snap-On motorcycle lift, then we measured and mocked-up a test pipe from cold-rolled steel. After we had determined the correct bend angles and measurements, we bent the real pipe from 304 stainless steel and TIG-welded the flange and tube joints.

Richard asked us to fabricate a new midpipe after installing a turbo on his Kawasaki. We began by carefully placing the bike on our Snap-On motorcycle lift, then we measured and mocked-up a test pipe from cold-rolled steel. After we had determined the correct bend angles and measurements, we bent the real pipe from 304 stainless steel and TIG-welded the flange and tube joints.

Pete wanted to give his exhaust a more racy look while improving the sound of his Rocket III. After discussing his needs and reviewing different options with him, he chose to have Hanksville install a pair of Supertrapp mufflers and to fabricate a custom header that would feature more graceful, flowing bends than the stock header.

We custom-mandrel-bent and fabricated the header and exhaust from 1.625" and 2" 304 stainless steel. After mocking-up the parts, we invited Pete to come to the shop to see the header and exhaust, giving him the opportunity to provide feedback to ensure that he would be happy with the finished product. After he gave us the ok, we performed final fitment and TIG-welded the header and exhaust.

The bike now has a very low, but not loud, tone

Pete wanted to give his exhaust a more racy look while improving the sound of his Rocket III. After discussing his needs and reviewing different options with him, he chose to have Hanksville install a pair of Supertrapp mufflers and to fabricate a custom header that would feature more graceful, flowing bends than the stock header.

We custom-mandrel-bent and fabricated the header and exhaust from 1.625" and 2" 304 stainless steel. After mocking-up the parts, we invited Pete to come to the shop to see the header and exhaust, giving him the opportunity to provide feedback to ensure that he would be happy with the finished product. After he gave us the ok, we performed final fitment and TIG-welded the header and exhaust.

The bike now has a very low, but not loud, tone

Pete wanted to give his exhaust a more racy look while improving the sound of his Rocket III. After discussing his needs and reviewing different options with him, he chose to have Hanksville install a pair of Supertrapp mufflers and to fabricate a custom header that would feature more graceful, flowing bends than the stock header.

We custom-mandrel-bent and fabricated the header and exhaust from 1.625" and 2" 304 stainless steel. After mocking-up the parts, we invited Pete to come to the shop to see the header and exhaust, giving him the opportunity to provide feedback to ensure that he would be happy with the finished product. After he gave us the ok, we performed final fitment and TIG-welded the header and exhaust.

The bike now has a very low, but not loud, tone

Pete wanted to give his exhaust a more racy look while improving the sound of his Rocket III. After discussing his needs and reviewing different options with him, he chose to have Hanksville install a pair of Supertrapp mufflers and to fabricate a custom header that would feature more graceful, flowing bends than the stock header.

We custom-mandrel-bent and fabricated the header and exhaust from 1.625" and 2" 304 stainless steel. After mocking-up the parts, we invited Pete to come to the shop to see the header and exhaust, giving him the opportunity to provide feedback to ensure that he would be happy with the finished product. After he gave us the ok, we performed final fitment and TIG-welded the header and exhaust.

The bike now has a very low, but not loud, tone