Foto: Horex
from Racing Café
samedi 8 décembre 2012
1996 Ferrari F50 GT
Take the words ‘Ferrari’, ‘fast’ and ‘rare’ and - in today’s collecting climate at any rate - you have a recipe for an extremely valuable motor car. The F50 GT, of which only three were built, is one.
Ferrari, with its F40 GTE, had provided privateers with a strong and powerful car for the BPR Global GT Endurance Series, the precursor to the FIA GT Championship. Against the McLaren F1, though, it lacked outright pace. And when Mercedes-Benz returned with the very first CLK-based mid-engined racing cars it was pushed yet further down the grid.
So the decision was taken to use the company’s then-current limited-series supercar, the F50, as a homologated basis on which to create a successor to the F40 GTE. Given that the car's suspension and engine points all bolted directly to its stiff chassis tub, the F50 was well on the way to being a perfect racing car. It was, in any case, intended to be a two-seat version of Maranello’s contemporary Formula 1 single-seaters, a vehicle meant to give owners the closest possible experience to driving an actual GP car.
Taking a standard F50, Ferrari, using its long-time customer racing partners Michelotto, Dallara and others, increased the 4698cc V12’s power by at least 200bhp, installed a six-speed sequential gearbox with carbonfibre clutch-plates, and reduced the overall weight by 200kg. Suspension was now fully adjustable.
Visually, the F50 GT ran in coupé form only, with a lower stance, Speedline light-alloy wheels, a rear diffuser and massive rear wing – the model’s defining feature.
In testing, it proved incredibly quick at Fiorano, comfortably beating times already set by a full-race prototype 333 SP.
Sadly, with six chassis built and one car completed, the project was cancelled. The reason? Homologation again. With a slight change in the rules, Porsche, McLaren and Mercedes were able to build impossibly expensive and impractical ‘evolution’ versions of their road-based racing cars. Ferrari would have been in trouble before the F50 GT had even turned a wheel.
Of the six chassis, only three were built as finished cars, the rest scrapped. The three completed ones were sold to Ferrari’s best clients on the strict condition that they were never raced. You can see one here.
We are indebted to Classic Driver dealer David M. Gizzi, of Euro-Classics, for sharing the information and photographs of one of these very special, super-rare Ferraris. Faster than an Enzo or McLaren F1 road car, harder to find than any F40, 288 GTO or F50 road car, the F50 GT remains one of Ferrari’s best-kept secrets.
Euro-Classics is able to offer for sale one of these three F50 GTs. For further details, call David M. Gizzi on +1 831 626 6050 or email salesinfo@euro-classics.com.
Text: Steve Wakefield (classic driver.com)
Photos: Euro-Classics
Michael Schumacher, Keith Flint, John McGuinness, Randy Mamola, & Pol Espargaró Villá score the ultimate track day on bikes thanks to Monster Energy
Monster Energy put together retired F1 driver Michael Schumacher, Prodigy’s frontmanKeith Flint (and avid rider and sometimes racer), TT legend John McGuinness, and retired GP rider Randy Mamola, and Moto2 rider Pol Espargaró at the Paul Ricard circuit, filming a promotional video for the energy drink company, that hopefully we’ll see very soon.
This odd quintet lapped the French circuit, with the F1 champion on a Ducati Panigale, Espargarò on his Pons Kalex machine, McGuinness on his Honda, Mamola on a Yamaha Superbike and Flint on a Suzuki.
Schumacher took up bike racing as a hobby and even took part in the KTM Super Duke Trophy in Italy, the 8 hour endurance race at Oschersleben, and also rode in 3 IDM Superbike races before crashing at Cartegana during a test which left him with a neck injury said, “Coming here today I felt so proud to be able to turn my hand at riding a bike with guys I really admire. I can’t begin to explain how much fun it was to ride the track with the likes of John, Randy, Keith and watching Pol Espargaro’s huge talent.”
While 19-time TT winner McGuinness said, “Riding with Michael was so good. What he’s achieved on four wheels makes him the Godfather of motorsport. I wasn’t expecting him to be anything less, but he’s fast! You can see his enthusiasm for motorcycles and it was a massive pleasure to spend the day with him.”
“Today I was truly able to use the word ‘legend’ to describe the company I was keeping; both from four and two wheels. As I pulled out of the pit lane I mentally pinched myself as I followed out Randy Mamola, Michael Schumacher and a true gladiator in John McGuinness. That Espargaro kid is a bit of a handful too isn’t he?” said Flint about his illustrious track mates.
Photo Source | monsterenergy.facebook.com
Studio Motor's Honda CB750
By guest writer Ian Lee.
I went for my first ride in a tuk tuk this week. Do you think I was in Singapore? Nope. Laos? Not even close. Thailand? No siree… I was actually in a workshop on the outskirts of Sydney. I got the idea of it though, garishly decorated and loud, a simple means to get around. Hailing from the same part of the world, comes a bike that is the healthy opposite to the idea of a tuk tuk. Well thought out aesthetics, the note of 736cc of Honda quad cylinder power, and a race fairing beat out of galvanised plate come together to show (once again) the talents of Donny Ariyanto at Studio Motor. If only as much thought went into tuk tuk design as went into this.
After spotting a replica of ‘Bugsy’ Mann’s famous CB750 racebike at the mall, an inspired Nugroho O.S commissioned Studio Motors to build him a bike modelled on the 1970 Daytona 200 winner. Starting with a bike that looked sad, but with an almost original condition engine, Donny and his team got to work. In true Studio Motor style, 1.2mm thick galvanised plate was used to form the fairing, gas tank, fender and tail. And because racebikes, even replica ones, aren’t complete without rearsets, a pair was sourced from Nui projects.
The factory front end has been ditched, in it’s place a Suzuki Bandit 400 pair of forks. The Bandit’s Nissin master cylinder and caliper have been retained to add to the stopping power of the front end, to bring it more up to date. 19 inch wheels are fitted front and rear, with Donny convincing Nugroho to keep the Comstar rims, to keep the bike looking as period correct as possible.
The bike is rather visually pleasing, Komet Studio applying a Spies Hecker based candy red with varnish. The wetlook effect finish is exactly what Donny was aiming for with the paint. The powertrain got a freshen up too, the engine block covered with a mix of powdercoating and polishing offsetting each other. The exhaust is entirely custom, put together by Asky Custom Muffler to bring out the beautiful note of the Honda 4.
Donny and Studio Motor have really come into their element, using all their resources, on top of their own abilities to produce this machine. The paint, the lines, the skinny tires all work together to produce a replica of a replica – which is something amazing in itself. And in a part of the world that produces something as aesthetically and aurally displeasing as the tuk tuk (they do put a smile on your face though), it’s good to know there are guys like Donny around to show us some true automotive beauty.
from pipeburnCUSTOM YAMAHA SR500
Amongst all the slick pro builds, the edgy new-wave customs and the oddball art-moto machines, it’s good to show a clean home build now and then—the kind of bike built over several weekends in a backstreet garage.
This neat Yamaha SR500 is one such build, by Eric Stafford—an industrial designer from Toronto, Canada. “I wanted to build a bike that would be fun for short commutes around the city,” says Eric. “I first heard about the SR500 six years ago, and instantly fell in love with the idea of a single-cylinder half-liter bike.”
After a yearlong search for the right SR500, Eric found one that had sat unused for a decade. “It didn’t take much effort to get it on the road,” he recalls. “I rode it semi-stock for a season, until I was rear-ended by a taxi.” The unfortunate shunt provided Eric with the impetus to put his design ideas into practice.
Last winter, Eric and his father tore the SR500 apart, fabricated a rear loop for the frame, bobbed both fenders, and made a custom seat pan. They did everything themselves, including the upholstery work and paint job. The knurled aluminum pegs and grips are custom-machined, and Eric fitted tracker-style bars and a Bates headlight. He upgraded the brakes to drilled rotors, and tightened up the handling with new 13” shocks.
“The design was mostly influenced by what was already on the bike. I didn’t want to sink a lot of money into it, so I found ways to modify and simplify what I had already had. Since the bike was a street tracker, it felt right to paint my own interpretation of a number plate onto the gas tank.”
Eric’s now working on a new custom motorcycle project, a 1999 Harley Davidson Sportster. You can follow the progress via his blog. If the Harley turns out as nice as this Yamaha, it’ll be worth keeping an eye on.
Don’t forget to order your copy of the 2013 Bike EXIF wall calendar in time for Christmas. Get it direct from the publisher for just $15.99 here.
with 1986 BMW R80RT - 'Bopper'
Australia has a tendency to claim things and people that are actually originally from our closest neighbours, New Zealand. For example, Russell Crowe and Keith Urban, who most people think are Australian are in fact both born in New Zealand. So when Michael Dobson sent us this radical R80RT build, part of the conditions were that we made sure our readers knew the bike was built in Australia New Zealand. Of course we reluctantly agreed.
Michael has one impressive resume, which includes being a motorcycle mechanic for 34 years, specialising in servicing and primarily building BMW police bikes for over 20 of those years. That in itself is impressive, but the list also includes a stint as a successful race mechanic in BEARS and production racing, a workshop foreman at Motoradand a "semi famous Ural pilot". So if there was one guy who we would choose to build us a custom Beemer, Michael is the perfect candidate.
Michael started the project with a 1986 NZ Police R80T which he helped assemble many years back. "It was one of 120 that a younger me helped assemble and deliver" he says. "After a disposal auction, passing through the hands of several friends and many miles, it became “my next project”. It is now an example of what happens “when good cops go bad”.
"Originally I intended to loosely follow the bobber style but having read far too many chopper magazines in the early 70's, I found it evolving into a mix of bobber and chopper which I have called “Bopper Style”." Michaels personal requirements for the bike were that it needed to have good brakes, lights, tires and mudguards with a comfortable riding position. "This I have achieved" he says.
"Throughout the two year part time build I have kept in mind the guiding words I read in Garage Magazine – “Respect the line, observe classic proportions and dammit, possess some taste”. Later I also discovered a quote from Collin Chapman – “Simplify then add lightness”. While my bike isn't especially light in weight, it is simple and I have added the illusion of lightness."
Mike has used many different BMW parts on this bike. The front wheel is a 21” BMW R80GS, and the rear wheel is actually a standard R80 mag with polished sheet aluminum discs glued on. The forks are from a R100CS with 2” over stanchions. Head light is from a R1200C and the handlebars (in garage shots) are from a K100RS which have been reversed and dropped forward. The frame is a standard R80 with sub frame and pillion peg hangers removed.
The bike also pays homage to the older BMW's, with HT leads coming out of the top of the engine, single (Ural) seat, old logo and classic black and white paint.
The engine has been fully rebuilt and fitted with Siebenrock 1000cc kit. Also adding Dellorto PHF 36mm Carbs. Speedo is a Motogadget chrono classic. The petrol tank is surprisingly from a Keeway Cruiser much modified by Kiwi Race Cars who also ribbed the british rear mudguard. The exhaust is a one piece stainless byCycleworks who also made the battery box and rear guard support. Airbox has been replaced by a custom cast alloy cover made by Ken Howe conceals electrics. The tail light is a slash cut exhaust pipe with Hella trailer light attached. Lastly the metallic black paint job was by Todd Moffat and the beautiful hand pin striping and air brushed pre-war BMW logos were done by Kurt from Juniors Kustom Rides.
Michael has done a sterling job turning this 1986 BMW into a timeless bobber cross chopper. It may have taken him two years to build this amazing bike part time, but usually it takes time to do it right. He tells us he has worked at a much faster pace building Beemers in the past. "In 1985 we once uncrated and assembled 90 BMW R80RT bikes in a week for the local NZ police" – now that is one productive week.
Photography by Ireen Demut
1965 DUCATI 250 MACH 1
The 1965 Ducati 250 Mach 1 was a major motorcycle for the Italian marque, the performance of the single cylinder 250cc engine quickly made it a popular choice across Europe and it wasn’t long till Mike Rogers used one to win the 250cc production-class at the Isle of Man TT.
The Mach 1 was capable of topping 100mph (160kph) in full road-going trim, many of the bikes were modified and converted for both race track and cafe racer usage with fairings being added, engines tweaked and mufflers removed. The Mach 1′s engine was directly based on the respected Ducati SOHC 175cc unit, both engines were fitted with a single overhead cam, a wet-plate clutch, a 5-speed transmission and a 10:1 compression ratio.
The Mach 1 was also fitted with adjustable rear suspension, factory clip-on handlebars, set-back footrests and had quite a narrow, aerodynamic front profile. You can read more about the Ducati Mach 1 here via Ducati.
These stunning images come courtesy of Jose Gallina.
by SILODROME
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