Valentino Rossi invites Marc Marquez to ride at his Motoranch

from Twowheelsblog

Valentino Rossi’s personal track, the Biscia, is already home for a number of his cronies, and he often welcomes other riders from the Moto3 and Moto2 championships to train and have fun at his motoranch, where they often organize races.

Rossi’s latest invitation went to fellow MotoGP rider and rival Marc Marquez during the pre-event press conference last week in Barcelona, and apparently during yesterday’s test at Aragon, the Italian reiterated his invitation to the Repsol Honda rider.

“Valentino already invited me a while ago, but I never managed to plan it well enough. It would be interesting for sure,” said Marquez speaking to the official MotoGP website. “We often chat about how and where we train in between GPs, but if there’s a small opportunity to, I will go there!”

“Last year, we were there with Colin (Edwards), Corti, Corsi and a lot of Italian riders - we might organize something again this year - I don’t know when yet as we have to check when it will possible but maybe before Misano when Marc is in Italy,” said Rossi.

WRC Rally Italia Sardegna 2013 - Shakedown and Qualifying Stage

Peter Williams to produce JPN Isle of Man winning Replicas

Submitted by Rich Fowler

40 years ago this week Peter Williams, road race legend and motorcycle development engineer accomplished a unique achievement winning the Isle of Man TT on a motorcycle of his own design.

Peter’s engineering designs gave him the advantage on the race track and set the trend for what motorcycles are today. Now exactly four decades later, the highly limited edition Peter Williams Motorcycles’ Replica will celebrate and commemorate Peter’s legendary victory.

Peter Williams Motorcycles is now taking orders for replicas of his 1973 F750 TT-winning John Player Norton. Just 25 of the monocoque-framed Commandos will be built. The original monocoque has passed into biking lore as the machine Williams won the 1973 F750 TT on, lapping at 107.27mph, just off Mike Hailwood’s 1967 outright record on a works Honda. Impressive stuff from an air-cooled, push-rod Commando engine. He was also the highest points scorer in that year’s victorious Transatlantic Trophy team. An innovator throughout his career, Williams can be credited with introducing and establishing the viability of many of the things we now take for granted, including cast wheels, disc brakes and beam frames.

A stainless steel chassis that formed the fuel tank as well as the frame lent the bike its ‘monocoque’ name. The new replicas will follow the layout of the 1973 bikes, however whereas each original monocoque frame took 12 man-weeks to construct, this time CAD design and CNC laser cutters will improve accuracy and hasten the production process. Engines will be built by renowned Norton specialist Mick Hemmings using all new parts, including Peter’s own cam design. The replicas will feature a host of bespoke parts such as cast magnesium wheels and forks, created from the original ‘70s drawings. Where drawings were not available, new parts have been created by referencing and digitising two of the original race bikes.

PWM hope that the first of the monocoque replicas will be ready for production in 2013, the 40th anniversary of Williams’ epic Isle of Man win. Just four originals were built and are now valued in excess of £250,000 apiece, putting Williams’ expected £65,000 price tag for the replicas into perspective.

The JPN project was conceived to raise working capital and as a showcase for investment into Williams’ pet project – a modern motorcycle with a carbon-fibre monocoque chassis. He produced the first prototype in conjunction with Lotus, proving the concept. Development is now underway of a new model for low volume production.

Peter Williams Motorcycles Ltd. comprises the man himself, Greg Taylor of motorcycle engineering firm GTME and Mark Wells & Ian Wride of design consultancy Xenophya Design. Williams said: “Working with the team brought fresh ideas and a different perspective on how to make the whole monocoque chassis motorcycle project a reality. Starting with the replicas of my 1973 TT-winning bike, we will show investors what we are capable of, and present collectors and enthusiasts with a unique opportunity. “With the 40th anniversary of the TT victory, we have the ideal opportunity to bring the JPN replica to market. We already have a number of interested purchasers. The ‘designed for manufacture’ version will be of equal elegance and efficient function of the original JPN monocoque. As soon as we receive firm orders we can press the button and the new bikes can be created.

For more info visit: peterwilliamsmotorcycles.com

Triumph Scrambler 'A.R.D' - Anvil Motociclette

There's nothing quite like a motorbike that has been painted matte black. Sure, these days you see the use of matte black on everything, hell, I've even seen a 'murdered out' Rolls Royce recently. But nothing beats a blacked out motorcycle, they just look tough. Add a good set of knobby tires and it instantly turns the look of the bike into something Steve McQueen would outrun Nazi's on, or you'd find in a vintage motocross race. And that's exactly the look these Italian brothers from Anvil Motociclette were going for. The latest bike to roll out of their Milan based shop is this rugged looking Triumph Scrambler, and they've done more than just add some knobby tires.

Let's start with the basics, the donor bike is a 2006 Triumph Scrambler and in true Anvil fashion nearly everything has been painted matte black. The large stock Triumph tank has been swapped for a smaller vintage tank which is 60 years old and they found in the markets, which has been restored and painted black with silver – one of the only parts on the bike that received a different colour. The square black headlight is off a tractor and adds to the brawny look from the front.

The bikes name, 'A.R.D', is an abbreviation of the word Ardito, which means bold and daring. "To design the 'A.R.D' we took inspiration from regular bikes British, we have tried to simplify as much as possible the line of the bike" says Marco from Anvil. "We attempted to make a Triumph in a modern bike with the same charm of the past. All changes were made to make it look like a motorcycle out of an old motocross race."

The stock Scrambler seat has been ditched for a hand made leather one – Italian leather, of course. Customised mufflers, the engine, aluminium hand made rear fender and motocross handlebars have all been given the Anvil matte black treatment. The tires are Continental TKC 80's – they love the road almost as much as they love getting dirty.

To make the bike more agile, they have lowered the centre of gravity of the bike to give it a motorcross feel by replacing and lowering the rear shock absorbers and the front forks.

Before handing the bike over to the eager customer, the guys had to take it for a test ride around the roads and fields behind their workshop and straight away they knew they were successful in what they set out to achieve, creating a timeless scrambler that looks like one, but more importantly rides like one.

from PIPEBURN

Kit: Ultimate Triathlon

By JEREMY BERGER

Photo by ERIC YAN
G

Although the combination of swimming, biking and running as a single discipline has been around for roughly 100 years, for all intents and purposes the sport’s modern history dates back to 1978, when 15 people started (and 12 finished) the first Ironman in Hawaii. It’s dumbfounding to think that it wasn’t until the 2000, in Sydney, that triathlon became an Olympic sport. It’s been growing in The States ever since. USA Triathlon reports that membership grew from 130,000 in 2000 to 550,000 in 2012. We’ve certainly dipped our toes in it.

For gearheads and Quantified Selfers the sport is a chance to ride bikes that look like DARPA prototypes and collect more personal information about themselves than a Stasi collaborator, respectively; for Alphas it’s a chance to get ripped and grab bragging rights; for some people it’s just a fun way to get in shape. Whatever the reason, the tri gear is abundant.

Sure, you could swim in your skivvies, hop on your Schwinn for the bike leg and run in some old Nike Mac Attacks — but that’s not why you’ve come to us. Behold, our serious tri kit. Learn more about each individual item on the next page.

TRI HARDER: The Best Tri Bikes | Road to Ironman | The Best Apps to Train, Motivate and Diet

Castelli Free Tri Distance Suit

Make no mistake: a tri suit is basically a unitard. But it’s the foundation of the triathlon kit, the one piece that you wear in every leg of the race (under, or in place of, the wetsuit during the swim). A second skin. So why not toss in for a little Italian tailoring? Bike nerds are already acquainted with Castelli, but their tri gear is equally as good (they just signed a sponsorship with big Ironman names Mirinda Carfrae and Timothy O’Donnell). This suit is designed for distance, with quick-drying fabric, flatlock stitching, and a seat pad that’s low profile and offers excellent protection during multi-hour sessions on the saddle. You could almost wear this thing out for a negroni after racing. Almost.

BUY NOW: $150

Aqua Sphere Phantom

It’s race day. The weather is clammy, you’re a little anxious and you’ve got to pee every 10 minutes because you drank too much coffee. The bad news is you’re wearing a skin-tight neoprene wetsuit that zips in the back. The good news is that a wetsuit increases buoyancy and decreases drag, shaving time off the swim and making it less tiring. The Phantom is Aqua Sphere’s elite suit, and it’s got a few other tricks up its sleeve: a collar and cuffs designed to seal out water; forearm panels that increase traction while pulling and indicate good form with neon guides; a 5mm band around the biceps to improve forearm position; a 1mm stretch zone under the arms to maintain reach; and, new to this suit, what Aqua Sphere calls the Core Power System, a velcro-closure support in the low back to support your core during long swims. Most triathletes — who are lean and muscular and tend to sink a little — will feel like they’re floating in this suit.

BUY NOW: $530+

TYR Special Ops

Ski bums get goggle tans, which prompt people to ask if they’ve been spending time on the slopes. Swimmers get dark red indentations around their eyes, which prompt people to ask if everything is okay. The key to avoiding this — and ultimately, to being comfortable on long swims — is soft silicone gaskets. The Special Ops have the softest we’ve ever worn, plus polarized anti-fog lenses and a completely customizable color scheme so you can rep your local tri club colors or just let your freak flag fly.

BUY NOW: $22+

Suunto Ambit2 S

Finland-based Suunto makes an arsenal of sports watches, dive computers and adventure-related instruments. The Ambit2 S is the second generation Ambit and the one designed specifically to be a GPS watch for the multi-sport athlete. Data-wise, the Ambit2 S allows the user to track all the usual suspects for swimming, biking and running, connecting via ANT (to other Suunto sensors) and ANT+ (for other sensors, like power meters); switching between sports requires the push of a single button, convenient for brick workouts when you don’t want to stop and tinker.

BUY NOW: $450

Orbea Ordu Gli2

Orbea began as a rifle and gun producer in Spanish Basque Country in the mid-19th century. Today they make weapons of a different sort: very fast bikes. Three-time Ironman World Championship winner Craig Alexander rode an Orbea for years before switching to Specialized. The Ordu is their triathlon-specific frame, with a fairly steep geometry and a lot of fit options — particularly in the Monolink stem and saddle systems — for riders of different sizes and preferences. The frame accepts both cable-actuated and electronic shifting, and the GLi2 comes with the highly praised Shimano Ultegra Di2 groupset.

BUY NOW: $5,500

X-Lab Delta Wing 200

The length of the triathlon will dictate specific hydration, nutrition and storage needs. Whereas a single water bottle attached to the frame might be plenty for a sprint, races with longer bike legs require more storage — or better storage systems, as it were. The wizard in this field is X-Lab, which makes a range of options, including this popular Delta Wing system that attaches to the back of the saddle, holding one water bottle and the X-Strike ($15) CO2 kit. Pair this with the Torpedo Mount ($55), which attaches to the aero bars, and you’ve got the foundation for a race of any length.

*Also pictured are the Stealth Pocket 100 ($22), a low-profile storage option, and the Speed Chuck Inflator ($18), which fits Presta and Shrader valves.

Note: The Delta Wing isn’t compatible with the bike shown here because it has a Monolink saddle. So if you’ve got this bike you’ll want to look for another solution.

BUY NOW: $75

Giro Mele

California-based Giro is known principally among triathletes for their aerodynamic melon protectors, but they’ve also moved into the shoe game with the Mele. It has a stiff carbon composite outsole for optimal power transfer, a microfiber and air mesh upper that’s breathable, and Giro’s NaturalFit footbed, which allows you to adjust the arch support. The footbed is also antimicrobial, which is a good thing for those of us who ride barefoot. Like most tri-specific bike shoes the beefy upper strap is reverse, so you may have to clip it if you latch your shoes down tight.

BUY NOW: $145+

Giro Air Attack Shield

There are basically two markets for the Giro Air Attack helmet: Tron enthusiasts and triathletes. (Come to think of it, that’s basically the same market.) The Air Attack is a tidy solution for those who want something more aero than a traditional fully vented road helmet and less cumbersome than an over-ear aero helmet with a tail like a colobus monkey. It’s lightweight, comfortable and won’t attract the ire of other amateurs. This version comes with a wraparound eye shield from Carl Zeiss Optics that attaches via three magnets. If you’ve got good hand-eye coordination you can toss it in the air and catch it with the helmet, which could be a nice T1 flourish.

BUY NOW: $240

Smith PivLock V90 Max

The PivLock V90 Max covers more facial territory than a pair of women’s Prada shades, but instead of looking like a fist pumper at a Pauly D show you’ll look race-ready wearing them: the rimless Carbonic TLT lenses are impact resistant, optically clear, and have removable temples and nosepiece for easy lens changing. They’re also ultralight, which is ideal when you’re busting out of T2 and a few extra grams amounts to heavy cargo.

BUY NOW: $85

Zoot Ultra Race 4.0

Zoot is a pure triathlon brand. Born in Kona in the ’80s, just a handful of years after the first Ironman (and based now in CA), Zoot’s gear is spot on in meeting the needs of triathletes. The Ultra Race 4.0 is their performance racing flat, a lightweight (8.4 ounce), neutral shoe tricked out with stainless steel BOA lacing for a snug fit, plus Zoot’s proprietary CarbonSpan+ technology, which puts a special shank in the sole to assist the “toe-off” portion of your stride.

BUY NOW: $135+

FuelBelt Revenge 2 Bottle

Triathlon nutrition has come a long way from eating sweet bread and figs and hoping for the best. Most athletes have a nutrition plan — especially for long course and ultra-distance — that involves mixing powders like CarboPro or Infinit with water. During the run leg virtually everyone wears a FuelBelt, a simple padded belt with ample sizing options that holds two to four 7-ounce bottles in holsters. FuelBelt also makes handheld bottles if you’re worried about the your Revenge being mistaken for a fanny pack in photos. The good news? You’re already wearing a unitard, so don’t sweat it.

BUY NOW: $28+

REBOOT

Speaking of nutrition, post-workout recovery is just as important as race-day nutrition for triathletes. REBOOT occupies an interesting niche in the recovery market: antioxidant support. The idea is that consuming a combination of seven antioxidant enzyme-rich natural plant and fruit extracts — dandelion, licorice, angelica, artichoke, lemon, lemon balm, acerola — can help protect cell structure, support cell rejuvenation and eliminate toxins. Protect the cells, eliminate toxins, recover better, so the thinking goes. Mission: Impossible-style packaging is an added bonus. Squeeze the pouch to combine liquid and powder. Dissolve. Drink. Disavow three-hour workout.

BUY NOW: $25 (BOX OF SIX)

Trigger Point X-Factor Massage Ball

Pop quiz: what’s the best way to loosen up knots in your back? If you answered, “laying on golf balls”, then you’re a good candidate for the TP X-Factor Massage Ball. The ball is meant to mirror the pressure of a forearm, so it won’t hurt quite as much when you use it to work out tension in your neck, shoulders, calves or anywhere else that gets overworked in the course of a workout.

*Also pictured here is the company’s GRID Foam Roller ($40), which functions as a massage tool or a roller for core workouts.

BUY NOW: $21

from GEAR PATROL

SUZUKI A100 CAFE RACER – A BUILD BY THEKATROS DEDICATED TO HIS FATHER

This sweet looking Suzuki A100 Cafe Racer is the first Suzuki I’ve featured on Moto Verso. This bike was built by Indonesian garage THEKATROS and was a build dedicated to one of the builders father. With a vision of bringing this bike out of an old store room and  reviving it back to life after death. The poor little Suzuki was worn and tired and in need of some special attention to bring it back to it’s former glory. The paint on the tank was a homage to the German flag as his father life has special ties between him and Germany. I love the oil tank on this build made even more special by the sweet dedication graphic’s running under a chequered flag pattern.

THEKATROS have done lots of work on the Suzuki A100 Cafe Racer but it’s more a labour of love with it been a dedication. With sweet Exel rims wrapped in Michelin’s they also customised lots of other parts on the bike including the seat cover, exhaust, lights and a really cool step. The stop light was made by Polaris and the Speedo was done by Koso. They had the handle bars specially made in Java, they did a sweet job as well.

The like to keep things simple and find the most fundamental expressions of motorcycle customising. The don’t focus on work that extremely shiny or bling they just like to make functional and most importantly fun motorcycles. With each bike they produce they try not just to make a bike but to create a lifestyle for each build. THEKATROS described themselves and said “ We stand with our own style.  Defending motorbike identity with only availability is having the key. We stand with our own style with simple lines not making big flashy bikes that try and be legendary.”

Images:  thekatros.blogspot.co.uk

Website: thekatros.blogspot.co.uk

from 

WALT SIEGL LEGGERO RACER

When he’s not building the world’s most desirable Ducati road bikes, Walt Siegl likes to head for the racetrack on his 916 or 1098. But he’s a hard rider, and his two regular mounts are now looking a little battered. So Walt’s built himself this new racer, based on his successful Leggero series of road-going bikes.

The idea came over dinner with friend Bruce Meyers, who ran the legendary Ducati shop BCM Racing until five years ago. “Bruce said that there are folks in Ducati circles who’d like to see me at the track on a bike that doesn’t bear battle scars,” says Walt.

Bruce agreed to rebuild a 1992 900 SS engine for Walt, and upgrade it without using hyper-exotic parts. The motor is now running lightweight pistons and better cams, and Bruce also reworked the head. The flywheel has been shaved to half the weight of the stock unit.

The base Leggero is light and strong, with a 4130 chrome moly steel tube frame, so Walt has left that alone. But there’s now an Öhlins monoshock arrangement, and the Conti-style custom exhaust system kicks up higher at the back.

The bodywork is vacuum-molded urethane, which is nearly as light as the carbon fiber normally used on a Leggero. And the paint, much brighter than most Walt Siegl bikes, is entirely appropriate for the purpose. “I’ve always been very attracted to the youthfulness of small race bikes,” says Walt, “and since the Leggero has the feel of a gazelle, I decided on paint that reflects that attitude.”

Last month, Walt took the Ducati to the Collective .1 Design Fair in New York; its next destination is the racetrack. If it goes as fast as it looks, it’s going to make Walt a formidable competitor.

Check out our coverage of the road-going Leggero here, or head over to the Walt Siegl website to see the full range of his creations.

Images by Dino Petrocelli.

from BIKEEXIF

LE MANS.. PUB ; HUGUES DE CHAUNAC : « THE BERNARD DARNICHE MARKETING PLOY » / « LE COUP MARKETING DE BERNARD DARNICHE ! »

"Four years after my first experience with the Alpine in 1977, ORECA was back at the Le Mans 24 Hours. The conditions were very different. We were in the shoes of a little team entered in group 5, with a BMW M1. We had managed to get together a trio composed of Bernard Darniche, Johnny Cecotto and Philippe Alliot.

"The means were more limited than with the Alpine, the team was smaller and we were all sharing the Trigano caravans, whose dealer was making a year's worth of revenue during the Le Mans 24 Hours. This was long before the motorhomes we now know. We were there with great humility, unpretentious, and no other ambition than to finish the race.

"Given that Bernard Darniche already had a reputation, having been French and European Rally Champion, I remember we had the TV honors on the grid. I found Bernard very relaxed. I never doubted for a second what was going to happen.. The start was given; the first lap went well if I remember correctly, then Bernard came back to the pits with the M1. I was very surprised and I wondered what was going on with the car since it had a reputation for being reliable. I was also quite ashamed to see that our car was the first to stop..

"The mechanics then rushed as I approached Bernard, who was still in the cockpit, to try to understand. He was talking in a way that I couldn't understand him. I asked him to repeat and he grabbed me by the jacket. He simply stated to me: "Do not worry, I'll leave again. Look at the number of cameras that are in front of you!" I realized right away and I waved to the mechanics that it was going good. It was just surreal.

"I had just understood that Bernard Darniche voluntarily stopped because the first half of the race was broadcast live on television. Therefore, by stopping in the pits, he knew that we would have a big spotlight on the car and the sponsors. On that day, Bernard realised an incredible marketing ploy. And in the end, it did not have any real consequence on our race. At that time, Le Mans was not played on a pit-stop of one or two minutes. In fact, we finished the race, completing our goal with a 16th place finish. It was the first time ORECA made it to the finish... After a start I will never forget!"

« Quatre ans après notre première expérience avec l'Alpine en 1977, ORECA était de retour aux 24 Heures du Mans. Les conditions étaient très différentes. Nous étions dans la peau d'une petite équipe engagée en Groupe 5, avec une BMW M1. Nous avions tout de même réussi à réunir un trio composé de Bernard Darniche, Johnny Cecotto et Philippe Alliot.

« Les moyens étaient donc plus limités qu'avec Alpine, l'écurie était réduite et nous partagions tous les caravanes Trigano, dont le revendeur faisait sa recette de l'année à l'occasion des 24 Heures du Mans. C'était bien avant les motorhomes que nous connaissons aujourd'hui. Nous étions là avec une grande humilité, sans prétention, et sans autre ambition que de terminer la course.

« Compte tenu de la notoriété de Bernard Darniche, qui avaient déjà été champion de France et d'Europe des Rallyes, je me souviens que nous avions eu les honneurs de la TV sur la grille. J'avais trouvé Bernard très détendu. Je ne me doutais pas une seconde de ce qui allait se passer... Le départ est donné, le premier tour se passe sans encombre si j'ai bonne mémoire, puis Bernard rentre au stand avec la M1. Je suis très surpris et je me demande ce qu'il peut bien se passer sur la voiture alors qu'elle est réputée fiable. J'ai aussi un peu honte de voir que c'est notre auto qui est à la première à s'arrêter....

« Les mécanos se précipitent alors que je m'approche de Bernard, qui est toujours dans le cockpit, pour chercher à comprendre. Il me parle de façon à ce que je ne comprenne rien. Je lui demande de répéter et c'est alors qu'il m'attrape par le blouson. Il me glisse simplement : « Ne t'inquiète pas, je vais repartir. Regarde le nombre de caméras qu'il y a devant toi ! » J'ai compris tout de suite et j'ai fait signe aux mécanos que ça allait. C'était juste surréaliste.

« Je venais de comprendre que Bernard Darniche s'était arrêté volontairement car la première demi-heure de la course était diffusée en direct à la TV. En passant ainsi aux stands, il savait que nous aurions un gros coup de projecteur sur la voiture et les sponsors. Ce jour-là, Barnard a tout simplement réalisé un coup marketing incroyable. Et finalement, cela n'a pas eu de conséquence fâcheuse sur notre course. A l'époque, Le Mans ne se jouait pas sur un pit-stop d'une ou deux minutes. D'ailleurs nous avions terminé l'épreuve, remplissant notre objectif, à la 16e place. C'était la première fois qu'ORECA ralliait l'arrivée... après un départ que je n'oublierai jamais ! »

Hugues de Chaunac

BILL CLAVE’S RETRO MOTORSPORT PLANES

There’s nothing like a cross between vintage aircraft and vintage auto racing to get our attention here at Silodrome. These fantastic designs are the work of Bill Clave, his goal was to set about creating a hybrid between those vintage racing cars that we all love so much and classic aircraft.

According to my appalling mathematics, we could all make these planes a reality if he had somewhere in the region of $17,000,000 – $82,000,000 USD and some free weekends. Who’s with me?

See more of Bill’s work here.
Via Motor Sport Retro.

from SILODROME