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    vendredi 22 mars 2013

    SIGNATECH-ALPINE DÉVOILE SA LIVRÉE ET SON PILOTE !



    C'est dans le prestigieux cadre de l'Atelier Renault situé sur les Champs Elysées que Signatech Alpine a dévoilé livrée de sa ORECA 03 ainsi que l'identité du troisième pilote qui prendra part aux 24 Heures du Mans. Sans grande surprise, le traditionnel bleu Alpine est bien en place sur la #36. L'auto alignée par l'équipe de Philippe Sinault en European Le Mans Series portera haut les couleurs françaises avec un équipage 100% français et des des partenaires tricolores. Nelson Panciatici et Pierre Ragues seront épaulés par Tristan Gommendy aux 24 Heures du Mans.

    Champion de France 2003, Tristan Gommendy s'est imposé au GP de Macao en 2002. On l'a vu aux 24 Heures du Mans 2003 au volant d'une Dome/Racing for Holland où il a décroché le Prix Jean Rondeau. Sa carrière a ensuite pris une tournure américaine en rejoignant le peloton du Champ Car avant un retour en Europe, et notamment en Le Mans Series et aux 24 Heures du Mans sur une WR-Zytek.

    La ORECA 03 alignée par Signatech-Alpine a quelque peu évolué par rapport au modèle initial avec comme principal changement la forme des phares. L'écurie berrichonne sera en piste cette semaine au Paul Ricard dans le cadre des Essais Le Mans Series.

    by Laurent Mercier(endurance-info)

    Sébastien Loeb sur... Peugeot à Pikes Peak

     
     

    Sébastien Loeb tient vraiment à se diversifier cette année. Outre ses engagements en GT et en rallye, il découvrira de nouveaux horizons en disputant la célèbre course de côte de Pikes Peak - désormais entièrement asphaltée - le 30 juin prochain. Il disposera pour l'occasion d'une Peugeot 208 survitaminée, actuellement en cours de préparation dans les ateliers de Peugeot-Sport.
    Ce n'est pas la première fois que le constructeur français se produit dans le Colorado puisqu'Ari Vatanen y avait piloté des 205T16 et 405T16 et s'était d'ailleurs imposé à deux reprises. Le record est actuellement détenu par Rhys Millen en 9'46''164.  
    from Turbo Magazine

    Repsol Honda's Leitner and Hernandez talk Pedrosa and Marquez


    After interviews with riders Dani Pedrosa and Marc Marquez, the Repsol Media Servicehas released another two Q &A interviews, one with Dani Pedrosa’s crew chief, Mike Leitnerand the other is with Santi Hernandez who is Marc Marquez’ crew chief and the main topic was the recent MotoGP test at the Circuit of the Americas.
    Here are the two videos and the press releases with the questions that the two crew chiefs were asked. First up is Mike Leitner.
    If anyone in the World Championship paddock knows Dani Pedrosa –apart from his mentor Alberto Puig, it’s Mike Leitner, his race engineer. The Austrian begins his tenth season alongside the Repsol Honda team rider, after their paths crossed for the first time in 2004 when Pedrosa moved up to 250cc. Satisfied with their work together so far, Leitner speaks openly about his relationship with the rider, discusses the preseason and remembers some of the best moments that he has had with Pedrosa.
    How did the test in Austin go?
    “It was a rather interesting test. The objective was clear: To understand the track and see what kind of characteristics it has. It all went well and we more or less got what we needed out of it. The grip level still wasn’t optimal, because not many riders were there, but in general it was a very good test.”
    What kind of a track is it, technically speaking?
    “I think that it is a track that has a bit of everything. It has climbs, dips… Turn 1 is very special, because you are braking very hard on an incline. Then on Turn 2 you are dropping down and have a string of corners linked together in third gear. There are some very sharp braking sections and, in general, it is a very technical track.”

    Did you have a lot of chatter in Austin?
    “Up to now that hasn’t been a big problem, because the grip level isn’t the same as it will be when we go racing. We hope that when the three classes are there and we have more bikeson the track, that the grip and the bike behaviour will change.”
    Can we say that it is a track that suits Honda or Yamaha more?
    “No, it is difficult to say that before a race weekend. It was a test, and Yamaha were only there for two days. But I think that both bikes have positive sections and maybe less positive ones. In the end, the lap times will be very similar.”
    Do you think that the level for Honda and Yamaha is similar at the moment?
    “I don’t know exactly what the Yamaha is like, because I’m not allowed to touch it and can only see it from the outside, but I am sure that we will see another close season. Like last year, Yamaha has some advantages and so do we, but in the end it will be our two factories who fight for the wins.”
    What do you think of Dani Pedrosa’s preseason so far?
    “He’s done very well up to now. In Sepang we had some good tests and also in Austin. In America we tried to make adequate changes for the track, without going crazy about it. In Sepang I had the same feeling. The lap times can be slower or faster, but in general we are working well.”
    How has the extra weight required by the rules this year affected things?
    “All of the bikes will have this extra weight, and you definitely notice it. It is a challenge when it comes to looking at a new setup. However, I think that we are on a good path in terms of adapting to these extra kilos required by the rules.”
    After so many years with Dani, sometimes a look between you must be sufficient.
    “True. We’ve been together since 2004, when Dani was in 250cc. Over the years you learn to know what the rider wants, but you always need to listen and understand the feelings of the rider. The understanding with him and the team is very good. The relationship works.”
    Is Dani in his best form, or can he still improve further?
    “His performance in the second half of last season suggests he is really at his best. When you win, say, six of the last eight races, you are at the maximum level. However, there is always some room for improvement. You will not take giant steps forward anymore, but you can always improve something.”
    What is the most special win or moment in your time together?
    “For sure, the first win is always the most special. It was in 250cc, in Welkom, South Africa. It was the first race in a new category for us, with a new team, and we won. That was a very special moment for all of us and we understood that we had put together a unique group. Since that time we have experienced great moments –and also some bad ones– but the rider –team combination has stuck together. This is the important thing.”
    “Marc is a very hardworking rider. He knows what he needs in order to go fast and give clear information to the technicians.”
    Crew Chief for Marc Marquez in his two seasons in Moto2, Santi Hernandez has made the jump to MotoGP alongside the rider with whom he has won a championship and a runner-up finish in the intermediate class. Aged 37, he has spent nearly half his life at racing circuits –first as Suspensions Technician for the likes of Alex Criville and Valentino Rossi in the Repsol Honda Team, and then as a Crew Chief in both 125cc and Moto2. Now returning to the premier class as Race Engineer for Marquez, he oversees the latest Spanish star’s move up to the premier class.
    How did the three days in Austin go?
    “I would say quite positive. It was the first time at the circuit, a new track where no one had ridden before. After seeing how these three days have gone and how Marc adapted, I think we can say that it went pretty well. The important thing is that we didn’t have any other data from previous years because it is a new track, and so I think that both the team and Marc worked very well when it came to adapting the bike to both the rider and to this new track, which is quite complicated.”
    What can you tell us about this track on a technical level? The grip of the asphalt, the type of corners, is it fast, slow etc.?
    “We expected that the entire first half would be a little more difficult, as on the linked corners where there are many changes of direction in rapid succession. It is a part of the circuit where the rider has to work really hard. Also you have the first turn on an uphill, and hard braking with different lines available. It is an unusual circuit, in which the rider has to change the lines a little. This is what we worked on most, especially in the first sector, the changes of direction and hard braking on the back straight –to make the bike stable, the first corner, the hard braking sections…”
    Having seen Marc’s adaptation to Moto2, did the performance at Austin surprise you in the slightest?
    “Looking at how testing has gone, we can say that he has adapted very well, but this does not really mean anything. I guess that the other riders like Dani [Pedrosa], Lorenzo, Valentino [Rossi] and Bradl have also been testing other things with their setups with the Grand Prix in mind. I don’t know how they have worked, nor what they have worked on, but I expect that when we come back here things will be different. The results of the three days in Austin don’t mean anything. All we can say is that we have been working very well. The results are positive.”
    Do you think that the fact that you had no previous reference from Austin helped Marc learn better and faster?
    “Yes, above all the important thing for Marc was to understand the electronics better, because there was no data to use. We had to try new things on every run. Logically, he understood more about the use of electronics with every corner: More engine braking, less traction, not to lift the front wheel up too much etc. All these things we have been working on, because it’s a new circuit for which we had no data. It was also a positive experience in terms of understanding each change we made, in order to solve the problems that we had with the electronics.”
    In the end, you didn’t undertake a race simulation.
    “It was on the work plan for the three days, but in the end the team decided not to do one, because we had two days of testing in which we worked hard and made a lot of changes. We felt that there were many important things to test ahead of the Grand Prix, to understand the development of the bike more. Then you also have to think that we are off to Jerez for another test. We evaluated the test more things facing the Grand Prix and finish to understand more the development of the bike, to do the race simulation.”
    What is your assessment, as Marc’s Race Engineer, of the whole adaptation process that he has had since he arrived in MotoGP?
    “The overall analysis is very positive and he is adjusting well. We have had three tests in Malaysia, where you have all day to work, try things, look at the telemetry and assess more of the changes that you will make. This gives you time to think more, to have more data collected and be surer about the adjustments. For now, we can say that in testing he is adapting quite well, but we also have to see what happens when we get to the races, at new circuits where we have not ever raced in MotoGP. There will be little time for practice and we’ll have to test tyres, gearing, suspensions –many things in a short space of time. All the while you have to clock good times in order to qualify, with the new system that has been implemented for this year. That will really show how we have adapted to the category. As he demonstrated in Moto2, Marc is a hard worker who always knows what he needs to do in order to go faster. In turn, he also gives the technicians very clear information. This helps make the whole process somewhat faster. As I always say, however, wait for the races; they will be a completely different scenario.”
    How have you and Carlos Linan adapted to the new team?
    “The truth is that this is totally different to what we were used to in Moto2 because, in a private team, the team approach is totally different. We have taken a turn for the better. Keep in mind that we are in the MotoGP class, in the best team –Honda– and that for us this is a big step. What we have seen up to now is that there are many more people, many more engineers around, but at the same time you can see why in MotoGP this is required. There are so many things, so many parameters and so many bike parts to keep on top of, that all of this is necessary. The team that we have inherited was Casey Stoner’s, and they’ve been working for a long time together. They know each other well, they are good technicians and mechanics and I think, little-by-little, we’re learning more about one another. We’re getting closer all the time. I must say that I feel happy to be working with them and, above all, with HRC.”
    Have you found many changes between the Repsol Honda Team when you worked with Criville and now?
    “In those days we were running with the old 500cc bikes, two-strokes, and things worked differently. The bikes were different from how they are now. There was not so much electronics. Also, my position was different; I worked as a Showa suspensions technician and wasn’t a part of HRC. It’s true that I’ve noticed a big change, because there are many engineers who I worked with who are no longer here, we have new engineers, a new bike etc. You can that say it has changed considerably and, from my point of view, for the better.”
    from TWOWHEELSBLOG

    Valentino Rossi and Jorge Lorenzo video interviews



    Yamaha has released two video interviews with Valentino Rossi and reigning World champion Jorge Lorenzo following the team’s 2013 presentation today at Jerez de la Frontera.
    Rossi gets asked about his return to Yamaha, his famous love letter to his 2010 machine, the performance of his M1 and if his age will be a factor, about the pre-season tests and more.
    After the jump there’s Lorenzo’s interview which in our opinion is much more interesting. Enjoy the interviews.
    Valentino Rossi - Jorge Lorenzo 2013 liveryValentino Rossi - Jorge Lorenzo 2013 liveryValentino Rossi - Jorge Lorenzo 2013 liveryValentino Rossi - Jorge Lorenzo 2013 livery

    from TWOwHEELSBLOG

    1932 TALBOT BOAT TAIL TOURER

    1932 talbot wooden car 1932 Talbot Boat Tail Tourer
    When it comes to wooden cars, most people will immediately think of the Morgan, some will remember the old Africar and others will think of Fred Flintstone’s foot-powered coupe. This old Talbot will cheerfully give any of them a run for their money, the entire body is crafted from Honduran mahogany, making the car look almost like a 4-wheeled version of the Baby Bootlegger.
    The original car, made in 1932, had a standard steel body fitted – it wasn’t until 37 years later in 1969, due to rust and rot that the owner decided to have a brand new bespoke boat tail body fitted to the chassis. The finished car is a 4 seater with 2 seats up front and 2 smaller seats available under wooden hatch behind the driver, the car doesn’t have any trunk space for luggage so I’d image you’d be better off leaving the kids at home and tossing the suitcase into the rear seat. If the Mrs will allow it.
    1932 talbot wooden car 1 1932 Talbot Boat Tail Tourer
    The estimated value of the Talbot Boat Tail is somewhere between £20,000 and £30,000, which is rather affordable all things considered and makes it an inconvenient but far more entertaining alternative to a 4-door Honda Civic.
    Wooden boat tails like this aren’t all that common anymore, most people tend to shy away from wood when it comes to car construction but I can’t help but love the way it looks. It might not set a new lap record around the Nürburgring but as James May will attest, there’s a lot more to life than going around in circles as fast as humanly possible.
    If you’d like to buy this particular car, I’m sorry to have to tell you that it sold in December 2010 and is now happily ensconced in its new home. That said, the full press release is available below and if you simple must have a boat tail tourer, you can contact Henwood & Dean, who’ll happily build you one from any chassis you like.
    from Silodrome

    1997 Honda XR400

     
     owner: Thor Drake
    The idea to turn an XR400 into a street bike came to me one day when I was riding my dirt bike down through Baja, Mexico. I was with a group going down to the trip all on off-road trails, a few of the riders had XR400s. After owning an SR500 for many years I was familiar with the big singles and their capabilities. As I inspected the XR400 I noticed the striking resemblance between the two bikes: oil in frame, big single cylinder, and best of all, street legal. Building the damn thing would be the next headache. I started with the tank, headlight
    off a CB400f and late ‘90s Yamaha R6 forks. Changed the front wheel to a 19. Hooked up some new brakes. Modified the original frame and installed a 2-inch lowering kit to the rear. All suspension was re-valved. Clip- ons and seat scored off the Internet. Rear-set foot pegs designed by Jared Kenyon. Custom underseat exhaust done by Heath. Lots and lots of time cleaning and polishing, then fitting everything together at the very last minute. I’m really happy with the end result.

    from the1moto.com

    Lineweaver-BMW 800

    Dale Lineweaver's new BMW twins are on display in the pits in Daytona

    bmw 2a

    img9131dp6

    img8724tw4

    img8725bs4

    rover p5b. rally veteran. dubai, uae


    An old rusty Rover P5B outside Robbies Motorsport garage in Dubai, UAE, that has a history of adventure on the London to Peking Rally.
    The Rover P5B was the official chauffeured mode of transportation for the British Government for almost 15 years. A Buick derived 3.5-litre V8 sat under the bonnet ensuring a succession of Prime Ministers – from Harold Wilson to Maggie T – arrived on time at the Houses of Parliament thanks to an impressive (historically speaking) 160 bhp.
    Her Majesty, Queen Elizabeth II, also ‘favoured’ driving her personal Rover P5B (presumably on the chauffeurs day off) and still owns a low mileage Ardent Green P5B Saloon. Not the kind of car that one would therefore expect to find parked outside a garage in Dubai then.
    Robbies Motorsport, located in the labyrinth commonly referred to as the Al Quoz district of Dubai, is not the average garage however. Undertaking everything from vehicle servicing and restorations to bespoke builds of some insane machinery, there is always some crazy build going on that manages to peek my interest.
    An old rusty Rover in serious need of some TLC may have been overlooked but the addition of a few names on the wings made me think that maybe there was perhaps an interesting story behind this particular P5B.
    The friendly staff at Robbies Motorsport put me in touch with the owners and, a few days later, I was sitting in the company of three out of the four people whose names were emblazoned on the Rover; Jonathan Prior, his wife Mariam Al Accad and Mariam’s father Abdul Aziz Al Accad. A box of memorabilia was swiftly produced and the history of this P5B was revealed.

    My Parents' First Car - 1948 Plymouth convertible

    By MATT NEUNDORF
    If you don’t get choked up, maybe even a little misty, watching this video of a son reuniting his parents with their first car, you are beyond our help. Not only does it portray the lengths one son will go to permanently etch smiles on his parents faces — it also highlights the incredible bonds people form with their vehicles. A sacrificial sale when Joe Smith was drafted into the Korean War, his 1948 Plymouth Convertible always maintained a soft spot in Joe’s and his wife Beverly’s hearts. For their 60th wedding anniversary, their son Joel found, restored and delivered a working time machine, complete with three-on-the-tree.
    Joe and Beverly Smith were the proud owners of a 1948 Plymouth Convertible until they had to sell it when Joe was drafted to serve in the Korean War. As a 60th wedding anniversary gift, their son, Joel, found a '48 Plymouth through Craigslist fixed it up and gave it to them as a surprise. The car will now forever stay in the family and be passed down through generations. (Video by Jeffrey T. Morgan) For more visit http://www.hagerty.com

    Volkswagen Beetle: Kindred Spirits

    Ubiquitous. This is the best word to describe the Volkswagen Beetle, which had over 21 million vehicles churned out during a 75-year production. Yet even with so many cars produced, one would still be hard pressed to find two Beetles customized in the same way. Maybe it is the idea of endless customization possibilities that endears so many to the Beetle, or perhaps it is that behind these cars there are no two owners alike. With every Beetle bought and sold comes a Volkswagen story.

    After many mishaps involving stolen, burned, and wrecked Beetles, Stephan Ruiz has finally found his personal Beetle. Clean is the best word to describe this one-year-only 1967 Beetle, and Stephan wants to keep it that way.

    Sometimes we change a car, and sometimes we find the car changes us.
    Drive Tastefully™



    Harley Sportster 1200 "Scrambler" by Burly Brand

     











    Foto: burlybrand.com e Bike Exif

    via Racing Café

    Bentley Mulsanne lineup expansion still considered

     Bentley Mulsanne Convertible concept (sketch)

    Decision to be taken in several months

     Bentley Mulsanne Convertible concept (sketch)

    Bentley is still investigating whether it's feasible to expand the Mulsanne lineup.
    At last year's Pebble Beach event Bentley released the first sketches with a convertible version of the Mulsanne which they say has received positive feedback, according to chief Wolfgang Schreiber. However, a decision to put the car into production has not been made yet.
     Bentley Mulsanne Convertible concept (sketch)
    Schreiber added there are two additional concepts which could give birth to a Mulsanne-based production model. A decision about the expansion will be taken in the next few months and if approved, the first model will most likely be the convertible.
     Bentley Mulsanne Convertible concept (sketch)
    Source: autocar.co.uk
    via Worldcarfans

    1989 Yamaha TDR250

     

    owner: Jim Overstreet
    • JDM spec. TDR250 aluminum swingarm
    • R1/R6 monobloc front caliper
    • EBC Pro-Lite front brake rotor
    • Race Tech Gold Valves in front forks
    • Shortened rear suspension tie-bars/dogbones
    • Braided stainless brake lines
    • Gold anodized aluminum handlebars
    • Black seatcover
    • Gold RK O-ring chain
    • Renthal aluminum rear sprocket 41T
    • Renthal front sprocket one tooth up from stock 15T 
    • Head skimmed (SCR)
    • Exhaust outlet opened to match ex. manifolds (SCR)
    • PV’s matched to ex. port roof (SCR)
    • All ports and transfers cleaned up (SCR)
    • Cylinders matched to upper case half (SCR)
    • Carbs bored to 29.5mm with divider plates (RB Designs)
    • New OEM clutch with F3 spec springs
    • Jim Lomas stainless steel pipes
    • RGV VJ21 front mudguard
    • Morad aluminum rims 4.25/17 rear, 3.75/17 front
    • Michelin Pilot Power tires 150/60/17, 120/60/17

     


    from http://the1moto.com

    Lyonheart K detailed and priced, goes into production in December

     Lyonheart K 19.3.2013

    Starts at 360,000 euros

    Lyonheart has released some new details about their upcoming Coupe and Convertible.
    Designed by Bo Zolland and Robert Palm, the aluminum bodied Lyonheart K is a bespoke sports car that draws inspiration from the Jaguar E-Type. As such, the model features an oval grille, stainless steel accents and optional 20-inch wire wheels. Other highlights include bi-xenon headlamps, a stainless steel dual exhaust system and a power-operated soft top that can be raised or lowered in just 12 seconds at speeds up to 50 km/h (31 mph).
     Lyonheart K 19.3.2013Lyonheart K 19.3.2013
    The cabin is elegantly appointed with premium leather upholstery, wood trim and bespoke switchgear. There's also retro-inspired instrumentation and brushed aluminum, stainless steel or chromed metal accents. Despite the old school charm, the Lyonheart K is decidedly modern as it is equipped with a Bowers & Wilkins audio system, Bluetooth/iPod/USB connectivity and a retractable infotainment system with a seven-inch display.
     Lyonheart K 19.3.2013Lyonheart K 19.3.2013
    Power is provided by a Cosworth-tuned supercharged 5.0-liter V8 engine that develops 575 HP (420 kW) and 700 Nm (510 lb-ft) of torque. It is connected to a six-speed automatic transmission which enables the model to accelerate from 0-100 km/h in 3.9 seconds and hit a limited top speed of 300 km/h (186 mph). In terms of efficiency, owners can expect to average 11.9 L/100km (19.7 mpg US / 23.7 mpg UK) with CO2 emissions of 292 g/km.
     Lyonheart K 19.3.2013
    Production is limited to 250 units and the first model is slated to be built in December. The coupe is priced from €360,000 ($463,930), while the convertible retails for €375,000 ($483,260).
     Lyonheart K 19.3.2013
    Source: Lyonheart via Autobild
    from Worldcarfans