dimanche 20 janvier 2013
SHAKEN FIST – KAWASAKI W650 CAFE RACER BY THE GARAGE PROJECt
POSTED BY MOTO VERSO
After searching the web for cafe racers I came across a fantastic website which had some beautifully crafted motorcycles within it’s pages. I got in touch with The Garage Project about a possible post on the site and swiftly heard back from a Mr Rex Havoc, firstly that is the best name I have ever heard and couldn’t be more fitting for someone who builds such beautiful machines. The bike featured here is just one of there finished projects and is based on a Kawasaki W650, TGP gave it the Cafe Racer treatment and stripped out everything that wasn’t needed and pretty much customised everything on the bike. I love the paint that they have given this bike with a nice bright green and gloss black tank. I adore the vintage look exhaust they have fitted and the beautifully made leather seat. They have very cleverly fitted the speedo into the top of the light fitting which is another reason that this bike has been loved all over the world.
The Garage Project is a custom motorcycle garage based in Perth, Australia and was created when a couple of guys were bored with the Perth bike customising scene. TGP said “It was either “bolt on bling” on sports bikes or the oh so overdone naked chick riding a fire breathing dragon fighting off a serpent with a sword in one hand and a skull in the other airbrushed on Harleys.” For there first custom motorcycle project the started with a Kawasaki W650’s and turned into an award winning flat tracker.
Images: scottgtrenorden.com.au
Website: garageprojectmotorcycles.tumblr.com
highlights of Rallye Monte-Carlo 2013
Casey Stoner's new $4.25 million crib
If you thought that Casey Stoner was going to retire and settle down spending the rest of his life raising cattle and farming on his 3000 acres ranch, and doing some hunting and fishing and racing around his property with motocross bike, while watching his family grow, you’d be mistaken.
The former MotoGP champion will not only be racing in Australia’s Dunlop Series, but he also decided to pamper himself by buying (apparently an all cash deal) this two-level $4.25 million mansion at Sanctury Cove, one Australia’s leading resort-communities on the Gold Coast.
The Stoner’s new residence has five bedrooms, each with an ensuite and walk-in robes, office, three large living areas, gymnasium, home theatre, and two outdoor undercover entertaining areas and a 10-car garage basement.
According to BRW, Stoner ranked 4th in Australia’s top sports earners list with $8 million in 2012 before walking away from MotoGP.
More pics at goldcoast.com
from TWOWHEELSBLOG
Casey Stoner will officially compete in Dunlop Series
According to the Australian press former two-time MotoGP World Champion Casey Stoner, after hanging up his motorcycle racing lid to retire, will now return to action - but on four wheels - as he’ll officially debut in the V8 Supercar Dunlop Series this year.
Stoner will making his debut with Triple Eight Racing sponsored by Red Bull during the Clipsal 500 street race in Adelaide February 28th, and he’ll be testing on February 16 at Sydney Motorsport Park.
The Australian has been strongly linked to a career change during 2012 - especially after having previously tested a Holden Commodore and his most recent involvement with four wheels was last December when he got behind the wheel of Jamie Whincup’s two-time championship car, for a development test at the Queensland Raceway.
Stoner had previously denied any career switch in the near future, “No, I’m going to stay home and watch my little girl grow up for a while. I want to enjoy that moment when you don’t have to go testing and prepare yourself perfectly for a race season. I want to enjoy myself and be free. Number one, I will enjoy my family and not have to stress about the next race.”
Evidently at 27 and after just two and a half months of retirement he changed his mind.
with TWOWHEELSBLOG
LOADED GUN CUSTOMS TRITON
This lovely Triton is the latest from Loaded Gun Customs, the Delaware-based shop run by Kevin Dunworth. The story begins with a phone call from Dunworth’s tattoo artist brother, saying that the owner of the Baltimore Tattoo Museum wanted a Triton built. The starting point was to be an engine built by Arno St Denis, a legendary name in vintage Triumph circles.
Dunworth’s ears pricked up: St Denis was a machinist who worked on the engines of racer Hubert “Sonny” Routt. So he headed over to Baltimore to meet museum owner Chris Keaton, and examine the engine. It was pristine—“a true art piece,” says Dunworth. But the other parts for the build were bent, broken or rusty. “My heart sank,” recalls Dunworth. “But hey, at least he had that engine. Then from a box, he pulled the tank! That was all I needed to be re-energized.”
Dunworth chose the best of the bent frames, took it back to his Delaware workship, and put it on the jig. “I mounted it, and got the rear seat-stays heated and back in line. I then dropped the swing arm pivot one inch, and set the head tube at 25 degrees. That seems to be the magic number for vintage-size wheels for all-around performance.” Dunworth did his best to get an 11- to 13-degree swing arm angle as well: “Everything with a vintage bike is a compromise of educated guesses!”
On went a set of Atlas triple trees, and Commando fork legs, with a Commando hub laced to 19” anodized Sun rims by Buchanan’s. A matching 18” on the rear is laced to a Triumph conical hub.
The engine went into the frame using Loaded Gun’s own Triton conversion plates. (“We like to tilt the engine just a bit more than some of the others on the market.” Mikuni carbs and beautifully flowed intake manifolds release the full Arno St Denis magic, which includes a lightened crank and dynamic balancing. The motor is around 830cc, Dunworth estimates, has had a port job, and is running 10:1 pistons and a modified valve train.
“The primary machine work and the belt drive with polished clutch plate reveal that this is something special,” says Dunworth, “as well as a 60s bottom end with the ten-bolt head conversion. I like it because it most people just glance and say ‘cool,’ but the old dudes get down on one knee and start shaking their heads. At the Barber show, one guy said, “Did Arno do this engine? You know, what you got there is a real hot rod.”
The seat pan was hand-made by Dunworth and sent to Florida for finishing. “I wanted to give a nod to the Manx style, but get her tail up in the air bit, Euro style. The cro-mo bars are from Lossa Engineering, and a Buell master cylinder operates on Brembo brakes stolen from a wrecked Ducati 916. Hagon shocks fill out the back, the cloth-wrapped plug wires are from NYC Choppers, and footrests are taken care of with Loaded Gun’s own rearsets. The grips are super-sticky Ariete GPs.
The Triton is now Chris Keaton’s daily rider, used on the streets of Baltimore and the surrounding country roads, so Dunworth left much of the finish ‘raw.’ “The bike looked old and ridden as soon as we finished it.” And all the better for it, we’d say.
Head over to the Loaded Gun website to see more of Kevin Dunworth’s builds, and follow the progress of his builds on the Loaded Gun Facebook page.
from BIKEEXIF
Original 1966 Batmobile sold at Barrett-Jackson for 4.62M USD
The original 1966 Batmobile has crossed the auction block at Barrett-Jackson and was sold for an impressive 4.62M USD.
While the first Chevrolet Corvette Stingraygrabbed 1.1M USD, the Batmobile was sold for more than four times the C7's price to car collector Rick Champagne from Arizona. The bid ended at 4.2M USD (2.6M GBP or 3.15M EUR) but an extra 420,000 USD in fees increased the final price to 4.62M USD.
Creator and owner George Barris was at yesterday's Barrett-Jackson auction in Scottsdale, Arizona. He bought the car from Ford with one dollar and then spent 15,000 USD to turn the 1955 Lincoln Futura concept into the Batmobile which starred in the Batman TV series and movie with Adam West (Batman) and Burt Ward (Robin). The entire conversion was done in only 15 days.
Source: Barett-Jackson
via worldcarfans
Fernando Alonso denies Andrea Dovizioso in 2013 Wrooom kart race
The traditional and freezing (-7°) night ice kart race that concludes the Ducati and Ferrari Wrooom Press Ski Meeting, was won this year by vindicated Formula 1 driver Fernando Alonso who had lost out in the earlier snowboard and ski competition races to Andrea Dovizioso and Giancarlo Fisichella.
In the first 20 lap heat it seemed that Andrea Dovizioso was on his way to winning his first race in Ducati colors, but Alonso put in a hard pass on the Italian MotoGP rider touching and then spinning him out on the final lap and crossing the finish line first, while Dovizioso ended up fourth, but the new Ducati rider did have the satisfaction of seeing the Formula 1 driver theatrically kneeing at his feet and begging forgiveness. The podium was made up of Alonso, Fisichella and Felippe Massa, Dovi was fourth, and Andrea Iannone fifth.
During the second and last heat, Nicky Hayden was in ‘pole postion’ because he finished 8th in the earlier heat - they switch finishing grid order - and he led for several laps, but nothing could stop Alonso not even the safety car. When the race resumed for the final five laps Alonso took the lead and won, followed by Fisichella and Nicky Hayden. Dovizioso was fourth again, while Iannone ended up 8th this time.
from TWOWHEELSBLOG
Monte Carlo;Loeb takes ‘Monte’ score to seven wins!
The 77th world class victory of Sébastien Loeb and Daniel Elena in Monaco yesterday (Saturday) took their personal score in the Principality to seven. Best-of-RallyLive looks back at their record which started in 2003…
En cueillant à Monaco la 77e victoire de leur carrière, Sébastien Loeb et Daniel Elena ont porté à sept succès leur record en Principauté. Retour sur cet exceptionnel parcours...
2003: Revenge
The previous year, Monte rookie Loeb was fastest on the stages but was handed a two-minute penalty following a mistake by his team which dropped him to second overall. The Alsace-born driver was particularly fired up in 2003 and dominated his illustrious new team-mates Colin McRae and Carlos Sainz. Citroën kicked off its first full WRC programme with a one-two-three finish in Monaco.
2004: Loeb confirms
Loeb took control after 'Rosans', the last stage of the first day. He then made an indelible mark on the event by winning all the stages in Day 2’s fog before controlling from in front. It began to look like the seemingly invincible record of Sandro Munari, Walter Röhrl and Tommi Mäkinen (four Monte wins) could be equalled after all!
2005: Catch me if you can
The Franco-Monegasque pair won the first stage of the rally ('Illonse-Pierlas') and went on to claim a total of nine stage victories from 15. The Citroën driver was uncatchable…
2007: New car
Citroën returned as a factory effort with the new C4 WRC. Loeb, who was also making his comeback after breaking a shoulder, lacked a little match practice. The C4 was immediately competitive, however, and the Frenchman led from start to finish once more. He was nonetheless pushed hard by team-mate Dani Sordo. The result took his score to four wins to match Munari, Röhrl and Mäkinen.
2008: Business as usual
After taking control on SS2 and winning nine stages from 19, Loeb paced himself perfectly on the final leg in what was by now trademark fashion. His assertive performance earned handed him the all-time record for Rallye Monte-Carlo victories.
2012: Loeb is back!
After three years as an ‘IRC’ event, the Rallye Monte-Carlo returned as a WRC round. Citroën/Loeb/Elena/Michelin ended the long event on top once again to provide the DS3 with its maiden Monte win...
2013: The last one!
It was important for Loeb to include his co-driver’s home event in his choice of events for 2013. He and Daniel Elena were keen to bow out on a high note, which they did in superb style!
2003 : la revanche.
Un an plus tôt, le bizuth Loeb a été le plus rapide dans les spéciales, mais une pénalité de deux minutes due à une erreur de son équipe l'a repoussé au second rang. Particulièrement motivé, l'Alsacien ne laisse pas passer sa chance en 2003 et domine ses prestigieux équipiers Colin McRae et Carlos Sainz. Citroën attaque sa première année complète de championnat du Monde par un triplé.
2004 : la confirmation.
Loeb prend le pouvoir dans 'Rosans', dernière ES de la première étape. Il assoit sa domination dans le brouillard de la seconde étape, enlevant toutes les spéciales, et gère la dernière partie. On commence à se dire que le mythique record de Sandro Munari, Walter Röhrl et Tommi Mäkinen (quatre victoires) n'est pas si inaccessible qu'on le croyait !
2005 : sans partage.
Le tandem alsaco-monégasque s'installe en tête dès l'ES1, 'Illonse-Pierlas'. Avec neuf spéciales remportées sur quinze, il ne sera jamais rejoint.
2007 : nouvelle monture.
Citroën, de retour, fait débuter la C4 WRC. Sébastien Loeb, lui aussi de retour après une fracture de l'épaule, est un peu à court de rythme. La C4 se révèle très vite à la hauteur, et Loeb, comme en 2005, est en tête du début à la fin. Mais la bagarre avec son équipier Dani Sordo a été indécise, implacable, somptueuse. Loeb rejoint Munari, Röhrl et Mäkinen dans la légende du Rocher (quatre victoires).
2008 : comme d'habitude.
Prise de pouvoir dès l'ES2, neuf ES remportées sur 19, impeccable gestion dans la dernière étape, on connaît la chanson. Loeb-Elena ajoutent à leur impressionnante série de records celui des victoires en Principauté, qu'ils détiennent désormais seuls.
2012 : Loeb is back !
Après trois éditions en IRC, le Rallye Monte-Carlo réintègre le giron du WRC. Le quatuor Citroën-Loeb-Elena-Michelin reprend ses bonnes habitudes, et donne à la DS3 sa première victoire monégasque...
2013 : the last one !
Driven: Jaguar XJR-15
So THIS is what it’s like to drive at Le Mans? Well, sort of. The XJR-15 is that strange combination of completely mad performance coupled with everyday niceties such as air-con and an indicator stalk. Fast? Yes. Suitable for driving on the public road? Why not… we just have.
Ironically, it was the XJ220 rather than the XJR-15 that was to see significant action at Le Mans, while the latter starred in the three-race 1991 Jaguar Sport Intercontinental Challenge which supported Grand Prix races at Monaco, Silverstone and Spa. Around half of the 50 or so cars built were road versions, and just a handful actually registered.
This example, owned by Classic Driver dealer Rod Leach, who has had the car since 2008, is one. It’s hardly completed more than 500 road miles in its life and is fresh out of a period of painstaking engineering development work by Don Law Racing. The British marque/model experts were instructed to: “Go right the way through every aspect, and do whatever is necessary to make it into a usable road car.”
Don, Justin and the boys have certainly done that.
To slip into the seat, first one has to negotiate a fair distance of carbonfibre sill. This is the tub that provides such stiffness, security and solidity – a variation served the XJR-9 well enough.
Once in the tightish racing seat, it’s an impressive view ahead. You sit very close to your passenger, both seats slightly angled inwards so your feet seem to touch. The right-hand-side gear lever is close to the small steering wheel which – for once – has a ‘flattened’ lower section of necessity, rather than design.
Racing belts done up, the essential Peltor headset connected and working, it’s time to fire up the big V12 and lay waste to some Staffordshire A-roads, first with Justin Law behind the wheel.
I am sure Classic Driver readers will be familiar with Justin Law’s skills. He’s often set FTD at the Goodwood Festival of Speed in a Group C Jaguar, and is a regular at the Revival, normally driving a Mk2 or the Lister-Costin Jaguar coupé. He is very, very quick.
So the deal was that Justin would warm the car up, show me its performance and how to get the best out of it. Which he did. Oh yes, he did.
It’s mightily fast – obviously – but the overriding impression is of total solidity (the engine is bolted directly to the tub), a magnificently smooth engine and a ride that balances the need to accommodate rough British roads, yet stay flat in corners.
Adopting the ‘it’s a car’ approach, when my turn came I just snuck the lever into first and set off. It’s a five-speed all-synchro ‘box (as opposed to the 6-speed straight-cut one in the competition cars), another part of the £55k premium for the road version, over and above the XJR-15’s £600,000 price tag.
The clutch is fine - though I do confess to one stall, just as we were back at base. Keeping the revs in the lower half of the range on a wet, greasy day it’s easy to drive. The view ahead is good, and who is going to try and overtake you, anyway? The steering is deliciously direct, though the brakes need a bit of warming-up, revealing their racing roots.
I’ve never driven one, but I am sort of assuming the experience is similar to a McLaren F1. Both have carbonfibre chassis with 6.0-litre V12s. And each carries bodywork styled by Peter Stevens. It’s far more sophisticated than a Roush-tuned Ford GT, and totally different from the Law family (650bhp) XJ220 that I tried later.
In all honesty, driving the XJR-15 any distance is likely to be a challenge. ‘At Le Mans’: yes. ‘To Le Mans’: well, it would take a brave man and a very accommodating passenger. But with the work that Don Law Racing has carried out to bring the car just back into the envelope of usability, it’s a car like few others.
| Useful links Cars from Rod Leach's Nostalgia in the Classic Driver Marketplace Don Law Racing, the worldwide experts for race preparation and work on Jaguar Group C, XJ220 and XJR-15 motor cars: www.donlawracing.com |
Text: Steve Wakefield (ClassicDriver)
Photos: Classic Driver
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