The Express Postie

When you think of land speed racing, visions of streamlined rockets on salt flats probably come to mind—not a humble Honda CT90. But for one builder, that’s exactly what made it the perfect candidate. A cracked frame, a dead engine, and a dream to make something absurdly fast out of something hilariously slow—that’s how Express Postie was born. We sat down with the mastermind behind this record-setting build, Matt Sheppard. To find out what it takes to get a postal delivery bike up to nearly 80 mph.

Q: What got you interested in chasing speed on a CT90 of all bikes?

A: I’ve always had a soft spot for classic Postie bikes. Over the years, I’ve built a few custom ones, and a good mate and I had always joked about building one for speed. But it wasn’t until I got into dry lakes racing that I truly understood the rule book—and saw the opportunity to make that idea a reality.

Q: Was this your first speed build?

A: Not quite. My first land speed project was helping build an old BSA for Speed Week. The CT90 is my second, but it’s the one I’ve spent the most time developing—three years so far.

Q: Why the CT90? Nostalgia or challenge?

A: Both. I love the simplicity of these bikes, and there’s something deeply satisfying about making something never meant to go fast… go fast. I kept the original engine configuration just to prove it could be done.

Q: What kind of condition was the bike in when you started?

A: Pretty rough! The engine came from a non-runner in a pile of parts. The frame was cracked—picked it up cheap from my local MCS rep (shout out to Joel!). Everything else was either made or sourced over time.

Q: What were the biggest modifications you made to hit 79.5 mph?

A: The engine got a complete overhaul—larger custom piston, performance camshaft, head porting, bigger carb, and electronic ignition. But aerodynamics played a huge role too: a TZ250 fairing, custom fiberglass seat, slim stainless fuel tank, and a heavily reworked front fender.

Q: Did you keep the original frame?

A: Yep! It’s the stock frame with a slightly raked headstem. In the Modified class, you can’t do major alterations or extend the wheelbase more than 10%, so everything had to stay within the rules.

Q: How much tuning did it take to get that number?

A: Surprisingly little—so far. I did some dyno work last year, but that event got cancelled. I made a lot of intake and exhaust changes for this year, but a last-minute valve issue kept me from retuning it fully. We basically went in as-is.

Q: Was gearing a big factor too?

A: Absolutely. Stock gearing is way too short. I swapped in a gearbox from a Honda S90, which ditched the dual-range setup and allowed for front sprocket changes. Dropped the rear from 45 to 34 teeth. That made a massive difference.

Q: What about suspension, tires, and brakes? How did you keep it safe?

A: The salt lake is pretty smooth, so I ditched rear shocks for solid struts to get the perfect ride height. It also let me tuck the wheel deep into the rear fender. Tyres had to be road-rated—knobbies aren’t allowed—and braking isn’t a huge concern, so I just run a rear brake.

Q: Where did the speed runs happen?

A: At Lake Gairdner during Australian Speed Week. It’s one of just three official dry lake sites in the world. It’s tough to prep for, since there’s nowhere nearby with similar conditions. The CT90 only runs at the event for now—but I’m hoping to test at a local airstrip before the next one.

Q: What does it feel like to go wide open on a CT90 at nearly 80 mph?

A: Cramped! I’m six feet tall trying to fold myself into an aerodynamic blob. The bike is stable, but at that speed, even small shifts in body position affect your line. It’s intense, but fun.

Q: Any sketchy moments during the runs?

A: Not really—everything ran smoothly across 13 timed runs. A couple times I backed off early while adjusting fuelling because my AFR gauge didn’t like what it saw, but no major issues.

Q: What part of the build are you most proud of?

A: Honestly? That people can’t even tell what kind of bike it is. It always gets a laugh when they realize it’s a Postie.

Q: Any lessons learned the hard way?

A: Expect nothing to go according to plan. But that’s part of the fun. Nothing too catastrophic yet.

Q: Is 79.5 mph the final goal?

A: Not even close! In the first year, we hit 66.1 mph with a 62.8 mph two-run average. This year, we reached 79.5 mph and a new record of 77.3. I’m aiming for 85 mph next—and maybe even a second bike in a different class.

Q: What’s your advice to someone thinking of building a small bike for speed?

A: Just do it. Read the Dry Lake Racers Australia rule book a dozen times. Pick your class and go. Small bikes can be big fun. Mine’s 45% faster than factory—now that’s satisfying.

Q: How do people react when you tell them the bike hits 79.5 mph?

A: Usually something like, “Wait… in KPH or MPH?” Then there’s a laugh and a story about the Postie they used to ride.

Q: Has the bike been named?

A: Yes—it’s called “Express Postie”. That name’s painted on the fairing and always sparks a few questions about where the mail goes!

Q: Favourite moment from the whole journey?

A: This year, my partner came along for the first time and joined the Salt Monkeys crew. Now she’s keen to ride next year—just need to find her some leathers!

Q: Where can people follow your builds or reach out?

A: You can find the Express Postie and my other projects on Facebook or Instagram—just search Sheppard Motorcycles.

The Express Postie isn’t just a fast CT90—it’s a tribute to creativity, perseverance, and the thrill of doing something just because it sounds ridiculous. It’s proof that with the right mix of stubbornness and ingenuity, even a mail bike can become a record-setter on the salt flats. Whether it’s chasing 85 mph or helping others get hooked on small-bike speed builds, this project shows that passion matters more than horsepower. If you’ve ever looked at a slow bike and thought, “What if…”—well, now you know. Just do it.