The Best Bar in America- Official Movie Trailer

http://www.facebook.com/bestbarinamerica Trailer for the feature film arriving Spring 2013. A whiskey-fueled writing assignment takes one man on an epic motorcycle road trip through the bars and taverns across the American West. Riding a 1960 BMW R60/2, the journey leads Sanders from the red rock deserts of Arizona and Utah north to the mountains of Montana. With help of fellow traveler and sage, Northway, and a variety of other colorful characters along the way, Sanders gets learns the way of the road and the zen of the bar. Check outhttp://www.facebook.com/bestbarinamerica orhttp://www.bestbarinamerica.com Directed by Damon Ristau and Eric Ristau. Starring Andrew Rizzo, David Ackroyd, Gregory Collett, Lee Rizzo, Walt Hefner, Steve Hodgson, and Jim Harrison

Custom&Tuning Show Moscow 2013.......!!

               http://www.motoparkshow.ru/visitors/

Bowlus Road Chief

The Bowlus Road Chief just begs you to hit the open road. Joined together by over 5,000 rivets to form a single, “monocoque” shell.

Bowlus on the monocoque structure: Way back in 1934, Hawley Bowlus, the inventor of the original Bowlus Road Chief, knew that the best way to build a light and strong travel trailer was to emulate aircraft design. He took aircraft-grade aluminum sheets and riveted them together over a lightweight skeleton to form a single, tight, and incredibly durable monocoque structure.

“Engineered for the highest levels of quality and durability. Its body is joined together by over 5,000 hand-bucked rivets to form a single, incredibly tough “monocoque” shell. The Bowlus Road Chief makes use of authentic materials like birch, aluminum and brass, and its interior is trimmed in premium fabrics chosen for optimum comfort and wear.”

About the Bowlus: Expert artisans have combined aerodynamic engineering with Art-Moderne style to create the spectacular Bowlus Road Chief. From its polished aircraft-grade aluminum shell, accented with lines of raised rivets that you just can’t stop yourself from running your fingers along, to stunning elliptical windows complete with brass mesh, the Bowlus Road Chief is truly a mobile metal sculpture. The Road Chief is also as practical as it is beautifully outfitted with everything you need whether you’re escaping for an afternoon of inspiration or an ambitious adventure cross country.

+ Source: Bowlus Road Chief

from megadeluxe

De Mevius Aventures - Exclusive Raid in Morocco

Do you want to desert raid with some pretty fun vehicles ? (Subaru Manx, V8 Manx, Convertible Baja Bug, etc ...)
De Mévius Aventures, the website ... De Mévius Aventures, the Facebook group ...

Honda Ape by MOTOMOTO

Foto: Bikebros
via Racing Café

Scary Last Lap Crash at Daytona 500 NASCAR Nationwide Series Race

A scary crash on the last lap of the NASCAR Nationwide Series race. Lets hope there are very few and non life-threatening injuries here.

Guintoli and Laverty get off blistering start after round 1 at Phillip Island

from TWOWHEELSBLOG

After months of waiting for the new Superbike season to start, today’s first round at the iconicPhillip Island circuit, didn’t disappoint and Aprilia inaugurated the opening round with both factory riders sharing the top spots on the podium and both looking like they can be worthy replacements for former two-time World Superbike champion Max Biaggi who won both his championships with the Noale manufacturer.

Sylvain Guintoli won race 1 with Eugene Laverty coming second, and in race 2 the two riders reversed their positions in what turned out to be Aprilia’s pièce de résistance, as not only did Guintoli and Laverty each dominate their respective races, but Michele Fabrizio on the Red Devils Roma Aprilia gave the Italian manufacturer a third place podium in race 1, and in race 2 there were a total of four Aprilia’s in the top six.

Guintoli and Laverty are tied not only in the standings with 45 points each as Aprilia leads Manufacturer championship with 50 points, but they are also tied for the number of career victories in WSBK’s with four each.

We got off on the right foot all the work from the past few days has paid off,” said Laverty. My Aprilia was fast and it performed as I wanted it to from the first to the last lap. In Race 1 I may have been a bit too conservative with the tyres, still taking a nice second place, but in Race 2 I pushed a bit more decisively. At the end, when it was Sylvain, Melandri and me, I tried and was able to get away, shaving a few more tenths off my pace. The track record two laps from the finish was nice confirmation that we turned up to the races in the best possible conditions. 45 points after the first race are some nice spoils. I’ve never started a season this well and now we’ll be thinking about Aragon and how to stay on this path”.

“It’s great to start off with a win! Quite honestly, after the tests I know I could do well and from the start my intention was to give it my all. My goal has always been to win, but sometimes you have to adapt to conditions. However, today the setting was good, I didn’t have any serious concerns about tyre duration and everything went according to plan. In the first race I didn’t get off to a good start and I lost a few positions, but lap by lap I found the right pace to move forward. Eugene had gotten away well and when I overtook him I managed to keep the distance and take this important win. In Race 2 Eugene had a bit more than me in the last laps. He employed a strategy similar to the one I used in the first race, but this is a fantastic result for the team even if we are just at the beginning of the championship”, said Guintoli.

The next round will be held in Aragon, Spain from April 12-14.

AN 8-SECOND, 800WHP DATSUN B110

Thanks to a barrage of new cars from the late ’60s and an onslaught of grey imports from the late ’80s, Japanese car culture in New Zealand is as diverse as it is far-reaching. But it was on the drag strip in the late ’90s and early ’00s where the scene as it’s known today really got its start. The NZ-new ’72 Datsun 1200 Coupé (aka Sunny B110) I’m about to share with you wasn’t cutting quarters then, but its owner/builder/driver Ben Cox was.

Back in the day Ben’s weapon of choice was another B110 Coupé – a bonafide street car that he built from his daily driver and took racing. That car had originally been bought to replace his first daily (another B110 Coupé) which somewhere along the line had metamorphosed into a competitive Super Sedan-class circuit racer. Ben’s street car/drag car on the other hand ended up with a high-powered SR20DET and the ability to turn 9.8-second quarters on the strip, and then drive home.

Ben’s penchant for B110s and going fast eventually ended up here. Not only does the Datsun rate as one of coolest sport compact machines currently doing drag duty in New Zealand, but it’s undoubtedly one of the most well-built cars to boot. And the fact that Ben created it in his garage, on a strictly after-hours basis, makes it all that more impressive.

Long before the first tool was waved over the car Ben had a clear idea of what he wanted to achieve and how the Datsun would all come together. That included retaining a mostly metal exterior (only the single-piece front clip and bonnet are fiberglass), and full glass windows. Because of the extra expense that comes with building a chassis car (or even a rear-halved car for that matter) going down the full tubbed rear-end route was financially never an option. Instead, Ben opted to design the car around the 28×9″ rear tire standard that’s become very popular in Australasia, using nothing more than his own experience.

Of course, scooting down the 1320 quickly requires more than a well-engineered chassis. Having had plenty of success with the SR20DET in his other car, going down the SR’ route with this build was a no-brainer.

Although the Datsun is now into its third summer season of racing, the current engine set-up is brand new for 2013. The original engine had been good for 8.80-second passes, but as Ben explained, it was “turned all of the way up” to achieve that result, and as such it began to break.

The new package however, has proven to make a lot power with a lot less stress. Built around a stock SR20DET block by Ben and Glenn Suckling from GDS Automotive, the bottom end features CP forged pistons, Carillo rods and the original OEM crankshaft. But up top an SR20VE cylinder (from a P11 Nissan Primera) has been fitted for its ability (by design) to handle high-RPM levels without destroying rocker gear. Of course it’s been race-prepped with some serious port work; had its VVT system ditched for a pair of NZ-made Kelford Cam camshafts; and been kitted out with SuperTech valve gear.

The turbo system revolves around a Garrett GT40 mounted on a custom-fabricated RSL tubular exhaust manifold. Boost pressure is controlled through a TurboSmart ProGate50 external wastegate.

To keep the intake charge cool, air passes though a custom-built water intercooler arrangement in the engine compartment that’s fed from this aluminum tank in the cabin. Before each pass it’s filled with ice and water, which in-turn fills the intercooler tank that the compressed intake air passes through.

That charge is then force-fed into the engine via an Accufab throttle body and modified Mazworx intake manifold; and mixed with E85 supplied from an engine bay-mounted custom cell through a Weldon electric pump, Mazworx fuel rail and four ID2000 injectors.

On the other side of the turbo, exhaust gasses escape through a 4″ stainless steel side-exit pipe that shoots fireballs and makes all the right noises.

There was no shortage of options when it came to choosing an engine management systems, but Ben has stuck with MoTeC for main ECU duties as well as the four-channel CDI unit for spark.

The engine is uncomplicated and straightforward, but it’s been built right with quality parts. The proof of that’s in the 801hp it threw to the Datsun’s rear wheels when Glenn tuned it on his Dynapack dyno. I’m told there’s more in it too, but Ben’s not keen on finding the limit of the engine – or more specifically the engine block which will likely give way to cracking before anything else fails – just yet.

Since the car only weighs 970kg (2138lb) gassed-up with Ben on board, it’s fair to say that 801whp is more than enough power to be playing with. For the time being at least anyway.

Before the shoot I hadn’t seen much of the inside of the car, but given his meticulous preparation everywhere else throughout the B110, I already knew what I’d be in for.

I wasn’t disappointed either. Given that it’s all Ben’s own handiwork and that fabricating and race car engineering isn’t his day job, I’m sure you’ll agree that there’s a lot for him to be proud of here.

Along with an entirely new floor section, a much larger transmission tunnel was required to fit the car’s Lenco 5-speed gearbox. The black lever on the side of the tunnel selects forward, neutral and reverse.

Subsequent gear changes are then made by pushing buttons, which in-turn actuate air-shift mechanisms.

Machines built for exclusive quarter mile duty don’t require cabin clutter, but there’s been a lot of thought gone into the interior space which only adds to the overall appeal of this car.

Vital statistics get displayed on a MoTeC CDL3 digital dash display, which connects to the ECU and other MoTeC devices.

Function and form: this B110 has it in spades. The bespoke alloy rear wing, parachute mount and wheelies bars were all custom-tooled by Ben too.

Out the back is a custom-modified 9-inch rear end featuring a Strange diff head and Moser axles. The rear suspension uses a ladder bar design with Koni coil-over dampers. From this angle you can also see the rear brake arrangement which relies on a Wilwood Dynalite kit featuring 4-pot calipers and drag-specific drilled rotors. The front set up uses Bilstein struts and a Wilwood Dynalite single-pot caliper set-up.

The last piece of the puzzle are the rear tires: namely 28.0X9.0-15 size Goodyear Eagle Dragway Special slicks wrapped around classic Weld Racing Pro Star wheels.

It all adds up to an old school sport compact package that’s run a best ET (to date) of 8.75 at 153mph (246km/h).

That sort of time might seem impressive enough in its own right, but Ben assures me that there’s plenty to come once they really lean on it. The PB pass was achieved with much less boost (and therefore much less power) than the numbers achieved on the dyno, and apparently it’s only being revved to 9,500rpm.

I asked Ben how quick he’d like the car to go and was met with the answer I kind of expected from him: “As quick as it’ll go!” As is the case with his 9-second B110 streeter which is currently in the throes of being resurrected, he’s resigned himself to never parting ways with the car so there’s plenty of time to keep chipping away at tenths anyway. In the meantime the next upgrade on the list are the wheels which are soon to be swapped for blacked-out Weld AlumaStar equivalents. They won’t just look cool against the Datsun’s orange paintwork, but being wider on the front end will accommodate a wider tire, which can then be run a lower pressure and in-turn improve ET performance. But regardless of how quick down the strip and fast through the traps the Datsun ends up running I’m sure Ben will be content. With so much blood, sweat and tears poured into the build and an amazing end result, how could he not be.

Brad.

Spec

1972 DATSUN 1200 COUPE (B110)

Engine: Nissan SR20DET 2.0L DOHC 16-valve inline-4; OEM block; CP forged pistons; Carillo rods; OEM crankshaft; Mazworx main studs; custom ported SR20VE cylinder head (VVT delete); Kelford Cam camshafts; SuperTech valves; SuperTech valve springs; SuperTech retainers; Mazworx head studs; RSL tubular exhaust manifold; Garrett GT40 turbocharger; TurboSmart ProGate50 external wastegate; custom 4″ side-exit exhaust; custom water intercooler; custom intercooler pipes; custom alloy fuel cell; Weldon electric fuel pump; SX Racing adjustable fuel pressure regualator; modified Mazworx intake manifold; Accufab throttle body; Mazworx fuel rail; ID2000 E85 fuel injectors; MoTeC CDI 4-Channel; 4x coils, MoTeC E888  expander module
Engine Management: MoTeC M400
Driveline: Lenco 5-speed air-shifted transmission; Direct Clutches twin-plate clutch; custom 9-inch rear end; Strange diff head; Moser axles
Chassis: Mini tubs, ladder bars, NZDRA-spec roll-cage
Suspension/Brakes: Bilstein front dampers; adjustable camber plates; Koni rear dampers; coil-over springs front/rear; Wilwood Dynalite 1-pot front calipers; Wilwood Dynalite 4-pot rear calipers; Wilwood Dynalite drag rotors front/rear; Wilwood adjustable pedal box; Deist parachute
Wheels/Tires: 15×4″ Weld Racing Prostar wheels; M&H Skinnies (front); 15×8″ Weld Racing Pro Star wheels; Goodyear Eagle Dragway Special 28.0X9.0-15
Exterior: Single-piece fiberglass front clip; custom aluminum rear wing; full glass, wheelie bars
Interior: NZDRA-spec roll cage; Kirkey race seat; RJS harness seat belt; Momo Race steering wheel; MoTeC CDL3 digital dash display; LED shift light
Thanks: Glenn @ GDS Automotive; Nyle Buckley; New Zealand Car Parts Auckland Ltd; & everyone else that’s lent a hand

via SPEEDHUNTERS

2013 Goodwood Festival of Speed to celebrate Porsche 911's 50th anniversary

This year's Goodwood Festival of Speed will honor the 50-year prolific history of the Porsche 911.

Outside of the Goodwood House there will be a one-off sculpture based on the timeless 911, while over the weekend an array of road and race 911s will be showcased in addition to a special announcement. You'll be able to see them in every Festival of Speed arena, as well as in hillclimb and rally stages. It will also be on the Cartier Style et Luxe concourse lawn.

Goodwood is just one of the venues where the 911 will be celebrated as later on this year Porsche Museum will organize a "50 years of Porsche 911" exhibition. A 1967 Porsche 911 will make a world tour, while the 911 will also be present at the 2013 Pebble Beach Concours d'Elegance to mark its half a century heritage.

Source: Goodwood Motor Circuit

from WORLDCARFANS

Prince Alfonso von Hohenlohe: The party king of Marbella

His eccentric parties at the Marbella Club were legendary in the 1960s and 1970s. Prince Alfonso was not only one of the last great playboys, but was responsible for transforming the sleepy fishing village of Marbella into a meeting place for the international jet set.

Be it royalty, nobility, or Hollywood superstars, all were guests of Prince Alfonso von Hohenlohe-Langenburg at the Marbella Club. 

By the middle of the 1940s, many of his family’s centuries-old assets had been lost in the Mexican Revolution (Alfonso’s mother was a Marquise), or trapped behind the Iron Curtain in post-War Germany (his father’s roots could be traced back to 12th Century Germanic royalty). Consequently, a 23-year-old Prince Alfonso joined his father on a mission to find new real estate, and the pair headed towards Andalusia in Southern Spain. Stopping for a picnic in the sleepy fishing village of Marbella, Prince Alfonso fell in love with its charm and bought 120,000sq ft of land with which to begin his developments. 



The Prince was not only charming and well-educated, but also astute enough to capitalise on the potential offered by the sun-drenched town. By 1954 he had erected a 20-room guesthouse and was inviting friends from his aristocratic circles to visit – an offer that was, understandably, rarely declined. Through these circles, word soon made it to Hollywood and the movie stars began swarming in. In 1956, he opened the famous Marbella Club Hotel with his cousin Count Rudolf von Schönburg.

In the middle of converting the family residence to a luxury hotel (the very first on the Costa Del Sol), Prince Alfonso caused national controversy by obtaining a papal dispensation to marry the 15-year-old Fiat heiress, Ira von Fürstenberg. Five years and two children later, a similar dispensation was required for the annulment. Many other high-profile relationships followed, including a 12-year marriage to Jocelyn Lane and brief romances with Ava Gardner and Kim Novak.



Aside from his obvious interest in the ladies, he also enjoyed tennis and rallying; however, his true passion was for the Marbella Club. In the 1960s and 1970s, it became a jet-setting hub between St. Tropez and Capri. Tuesdays and Fridays were party nights; pool-side discos and extravagant dinners were a staple of the celebrations. And whether exchanging small talk with Grace Kelly or pleasantries with Saudi royals, the Prince adored his role as master of ceremonies.

Unlike other ‘playboys’, the Prince actually had ‘substance’ – a fact which was true, even if these were his own words. As well as living the party lifestyle, he ran several successful business operations; he took Volkswagen into Mexico, Volvo into Spain, and beyond his efforts with the Marbella Club, realised many more hotel projects across the world. In his later years, having sold his business interests in Marbella (ironically, the popularity he had helped to induce had ‘lowered the tone’ of the once-tranquil village), he moved to a quiet estate in Ronda with his third wife. There, he brought his bon vivant existence to a conclusion by fishing in his trout lake and cultivating wines from the Bordeaux grapes. He passed away in 2003.

Related Links The perfect cars in which to arrive at the Marbella Club Hotel can be found in the Classic Driver Marketplace

Text: J. Philip Rathgen/Joe Breeze (ClassicDriver)
Photos: Getty Images / Marbella Club