MotoGP Brno 2013: here come the paddock girls

As usual, in the wake of a major race, we are here once again to introduce our photo gallery starring some of the most fashinating paddock girls (a.k.a brolly girls, grid girls, umbrella girls and so on) spotted on- and off- the track at the recent Czech GP, eleventh round of the 2013 MotoGP season. The job of these lovely ladies is getting harder and harder as in the last couple of months the brightest smile was those of championship leader Marc Marquez (Honda Repsol).

The cheeky Spaniard won yesterday his fourth round of the season, fifth overall in his rookie season in the premier class, and looks like he is not going to stop any time soon. Yesterday, main rivals and fellow countrymen Dani Pedrosa (Honda Repsol) and Jorge Lorenzo (Yamaha Factory Racing) did all they could to stop the phenomenal youngster from putting another 25 points in his pretty large bag, but all they could do was to follow him on the podium.

Having stretched his lead even further in the standings (now he boasts 26 points over his teammate and 44 over Lorenzo), Marquez will be once again to beat this weekend in Silverstone. Chances are that the local grid-girls will have to compete with that cheeky smile again, but for now we get these 94 images to see what the Czech ladies could do about that. Smiles aren’t everything, after all…

via TWOWHEELSBLOG

Moto GP ; Brno disappoinment for Cal Crutchlow and Bradley Smith

There were high expectations for Cal Crutchlow and Bradley Smith at Brno. Crutchlow had blazed to amazing second pole position, while Smith has qualified sixth, instead before even half of the race distance was completed, both riders suffered crashes.

Smith went down in the second lap at turn 9 when he was behind Valentino Rossi, and unable to return to track due to a broken handlebar, while team mate Crutchlow was trying to bridge the gap with the front runners trying to shake off Alvaro Bautista and Valentino Rossi, made a mistake and lowsided out in lap 8.

The soon-to-be Ducati rider managed to remount and returned to the field in 20th and managed to make up three places with a damaged M1, but didn’t get any points.

“Obviously I am disappointed after qualifying in pole position but I had to push really hard to try and get away from Bautista and Rossi. Lorenzo made an incredible start and his first lap was really strong and that put us all under pressure. I was happy with my pace and I felt comfortable but then I made a mistake. I was trying to get myself back in contention for the podium and I lost the front. I am sure I could have finished fourth but I got back on a damaged bike and set a fast and consistent pace and I never gave up. It is not the best preparation for my home race at Silverstone but I go there knowing I have the pace and that I can be challenging at the front. I am really excited for Silverstone and I know the support from the British fans will be incredible, so hopefully I can give them something to cheer about,” said Crutchlow.

“The race ended far too soon and it is not the way we wanted a positive weekend to end,”said Smith. “I don’t feel I did anything different in that corner and I felt comfortable and the bike felt very good. The improvements we made on a full fuel tank made the bike much better in the early part of the race but I got caught out in Turn 9. The data showed I accelerated a fraction earlier and those small margins can make all the difference. Unfortunately the handlebar was broken so I couldn’t get back in the race. But in my rookie season this can happen when you are pushing to try and learn and build experience. At least I don’t have to wait long for Silverstone. I’m disappointed with today but highly motivated to build on the positive points we gained here. Racing at home is always special but this will be my first MotoGP race at Silverstone and I can’t wait.”

via TWOWHEELSBLOG

Porsche 911 Turbo (993): Purple thrills

Having driven the new 911 Turbo S, our thoughts turned to our favourite generation of the blown Porsche: the formidable 993…

Sure, more modern versions might be more dynamically capable, but they’re bloated behemoths in comparison to the lean 993

For many (including those in the Classic Driver office), the 993 is one of the sweetest spots in the 911’s half-century of existence. It was not only the last air-cooled, last hand-built 911 – but also the last to retain the diminutive footprint with which the model began its life. 

Sure, more modern versions might be more dynamically capable, but they’re bloated behemoths in comparison to the lean 993. You only need to open the elder's doors, for example, to notice their slender width, an impossibility with today’s safety and technology needs. 

The 959's production cousin

Though the classic proportions might have been familiar at launch, the range-topping Turbo, launched in 1995,  had a little added visual muscle. The rear arches were wider, while the bumpers were more aerodynamic and cast a nod to the 959. Most notable, though, was the huge spoiler inherited from its forebears.

Dynamically, the 993 Turbo was a major step forward. Not only was drive splayed to all corners for the first time, along with state-of-the-art ABS, but the twin turbos – despite not using the 959's sequential arrangement – had less turbo-lag than the 964's singular unit. Being a sort of production cousin of the 959 had made it more predictable and controllable than its notoriously tricky-to-drive Turbo ancestors. In fact it was, quite outstandingly, the first really practical 911 Turbo, with excellent balance, traction and that acceptably low lag.

"Ferrari owners were constantly on the lookout..."

Rather than reducing the excitement, however, that practicality makes it all the more thrilling to drive. Its 408bhp withstands scrutiny today (the 991 Carrera S has less), but in the mid-90s it was mind-blowing: Ferrari 355 owners were constantly on the lookout. Modern times do betray its shortcomings, though: the floor-mounted pedals are noticeably offset, and the then-new six-speed gearchange isn’t quite as positive as you might wish it to be.

Regardless, the 993 Turbo wins the right to be celebrated as one of the finest 911s – if not for the technology and timeless muscularity, then for the fact you don’t need to be Vic Elford to hustle one along swiftly.

Photos: Simon Clay for Classic Driver

The low-mileage car seen here was specified with the 430bhp factory upgrade, as well as the rare ‘Metallic Amethyst’ exterior paint with ‘Rubicon’ leather. It’s currently for sale at London-based dealer Hexagon Modern Classics for £75,000.

Gatebil 2013 by Risto Hännikäinen

Snapshot 1973: Porsche 911 Carrera RSR at Le Mans

Although the overall victory at Le Mans 40 years ago went to Matra-Simca, there were three Porsche 911 Carrera RSRs in the top 10 finishers. We look back.

The Carrera version of the Porsche 911 first raced at Le Mans in 1973

Say ‘Porsche at Le Mans’ and you automatically think of the magnificent 917s that scooped outright victory at La Sarthe in 1970 and ’71, or the 935 perhaps, that won the 24 Hours in 1979. But the Carrera version of the classic Porsche 911 first raced at Le Mans in 1973, the 50^th anniversary year of the great French race. It was clear, even before the race began, that overall victory would be a battle between Matra and Ferrari but Porsche fans were thrilled to see two Martini-liveried Carrera RSRs piloted by Gijs van Lennep/Herbert Müller and Claude Haldi/Reinhold Joest in the prototype class.

Attack of the ducktail

The Porsche 911 Carrera RSR was as an extreme sports version of the already highly capable Carrera 2.7 RS, aimed mainly at privateer Porsche racers – and indeed, the 1973 race saw a fair number of privately entered RSRs in addition to the two works cars. It was, however, the Martini works drivers Herbert Müller and Gijs van Lennep who scored the greatest success in their 3.0 Carrera RSR (# 46), coming fourth overall in the 24-hour race, just one month after winning the last-ever Targa Florio. Meanwhile, the RSRs of teams Porsche Kremer (# 45) and Gelo Racing (# 63) managed eighth and tenth place, respectively.

Photographer Rainer W. Schlegelmilch was there at the time, up close to the on-track action and in the pit lane. His images of the first ‘ducktail’ Porsche at Le Mans remind us of how much the racing world has changed in the last 40 years. 

Photos: Rainer Schlegelmilch / Getty Images

Feeling nostalgic? Plenty of other photographs from five decades of racing history can be found in the archives of Schlegelmilch Photography. See schlegelmilch.com.

via Classic Driver

First drive of the new Porsche 911 Turbo S at the Bilster Berg track

For diehard Porsche fans, only one version of the new 911 Turbo will do: the top model ‘S’. Four decades after the first 930 Turbo made an appearance, there’s now an all-new 991 model that combines power and performance to perfection.

Zero to 62mph takes just 3.1 seconds. Oomph! That’s sensational…

The dash from standstill to 62mph takes just 3.1 seconds. Oomph! That’s sensational… The Stuttgart company has set uncompromising performance as bywords for both the new 911 Turbo and Turbo S models. Which is to be expected, as for year after year it’s been the Turbo that has topped Zuffenhausen’s range. Both models offer maximum technology and driving dynamics, but it’s the 560bhp (vs. 520bhp) Turbo S that really hits the summit of the 991 series of 911s, introduced as an all-new car in 2011. 

So how is the new 911 Turbo actually better than its predecessor?

Let’s not waste time listing technical data. We can mention that the new 911 Turbo’s fuel consumption is now a modest 9.7l/100km (29.1mpg), which is impressive, but this car is more about driving than quoting figures. First of all, look at its sporty tailoring: compared with the standard 911, as always the Turbo variant is even wider (by 28mm) at the rear. It has air intakes on the rear arches, just behind the doors – another trademark. In this car, Espresso Brown leather creates an almost homely air in the cabin. However, take in the armada of switches on the centre console and you soon realise that this car is deadly serious about its art.

The roads that lead to Bad Driburg are well known enough to dip into any of the many settings around the PDK (Porsche’s 7-speed, twin-clutch automatic gearbox, standard on the Turbo) lever. Our destination? The new Bilster Berg Drive Resort where, in 2009, we tested the previous 911 GT3 – albeit under very different conditions.

A boxer hits out

Since 2009, the circuit has changed. It’s now a winding track, looping its way around a wooded knoll: the perfect track for the new Turbo S. At the end of the pit lane I’m fully on the gas – and the Porsche really takes off. The new 4wd system controls the distribution of power markedly faster and with more precision than before, with anything from nothing to 100% available at each corner. The result is phenomenal traction. The PDK 'box, in its latest iteration, changes gear more quickly than you can imagine. From the exhausts come typical turbocharged flat-six rumbles and roars. With short bursts, the turbochargers hiss and the Turbo S seems in its element. At 7,200rpm the boost has reached 1.2 bar, with 0.2 bar available on overboost. The car feels fast - but also supremely competent, technically.

At home in the curves

Over the course of the twisty Bilster Berg track, you can feel the chassis, in conjunction with the 100mm-longer wheelbase, talking to you. It is agile and turns in quicker than before, and is also noticeably quieter than before. At high speeds, active spoilers on the tail and under the chin of the car adapt the aerodynamics for the best effect, giving additional downforce when required.

Everything has its price. The 195,000-euro Turbo S has 20in wheels, ceramic brakes, active anti-roll suspension and the Sport Chrono package as standard. In addition, full LED lights feature at the front. In other words, it’s state of the art and, thus equipped, the 198mph Turbo S should lap the Nürburgring Nordschleife in under 7m 30s. On standard road tyres.

Conclusion: there might be supercars with even more power, but few are as clever or controlled as the latest Porsche 911 Turbo. It represents the power of perfection. Both models, the Turbo and Turbo S, are cars able to be used everyday and, for those happy to settle for 'just' 520bhp, the standard Turbo is available from 162,000 euros.

Photos: Frank Ratering

THE CAMPER BIKE

By: David Ethier

Our assumption is that the resale value on late 80s Bounder models may have fallen as of late. Tragic. But with gas still on the rise, the Fleetwood's fuel to fun ratio is on the decline. So when we came across this vintage motorcycle camper, we were certain we’d found a diamond in the road-trip-rough.

Before teardrop trailers became the norm, an optimistic German inventor developed a concept bike meant to provide cyclists with the “same comforts as autoists.” Unfortunately, the camper bike never made it to production (which got us thinking: is camperbike even a word? unlikely; but it was a dream.) 

We’re going to blame its failure to launch on the combination of a 1930s motorcycle engine with a double bed, pantry, closets, cook stove, and roof rack. And the weight of a rider (and passenger). And the air resistance. You’d be halfway across NM before you got up to speed.

Sure, maybe it wasn’t practical. But, at least, we love the idea of it. How else could you realize the dream of becoming a traveling strongman, a la The Great Zampano?

Via The Knee Slider.

via huckberry

HONDA XL500 ‘SWART GEVAAR’

By Wesley Reyneke | Rather Be Riding

Tucked away in Cape Town’s quaint Bo-Kaap area lies Los Muertos Motorcycles—a relatively new custom shop with a store-front-slash-café. During my first visit I noticed a stripped down ’81 Honda XL500 lurking behind the coffee counter, with a unique twin exhaust system that immediately piqued my curiosity. A few months later Swart Gevaar* was completed and standing in the same spot.

LMMC’s original plan was to build a street scrambler to thrash about at the Kalahari SpeedWeek. Honda’s venerable XL500 was the perfect candidate because of its reliable engine, scrambler frame and the nostalgia associated with it. So they scoured the net, found one in great condition and promptly set about tearing it apart.

The bike wasn’t ready in time, however, so the decision was made to stretch the build. And, according to LMMC owner Craig Wessels, turn it “into an angry, belligerent little bastard that would suit its name. A bike to have fun on, and a great city runaround too—no sidewalk curb too high!”

The XL was stripped of all its plastic bits, including the tank. This was replaced with a Yamaha XT250 unit, finished in gloss black with artwork by local artist David Brits. (In case you’re wondering, Ingozi is the Zulu/isiXhosa word for ‘Danger.’)

LMMC ditched the airbox and fitted a Mikuni carb to help the XL500 breathe better. The aforementioned exhausts were built by BSE Performance, and tucked away under a custom aluminum tail unit with an integrated light. This, along with the raised front fender, was hand crafted by local metal shaping guru Barry Ashmole. The engine casings were given a coat of VHT wrinkle, and a slim brown leather seat was added to punctuate the monotone color scheme.

To get the stance just right the wheels were replaced, with the front dropping down in size to 18” to match the rear, and shod with Maxxis off-road rubber. The stock suspension was retained but completely rebuilt. Finishing kit includes a smaller headlight (mounted high in the tradition of the old XLs), tiny, relocated turn signals, and ProTaper SE bars.

LMMC clearly accomplished what they set out to … An angry, belligerent little bastard? You bet. And with just enough irreverence and pipe wrap to send the purists running for the hills.

Swart Gevaar is for sale—email Steve Pitt at Los Muertos Motorcycles if you’re interested. And even if you’re not buying, the LMMC website is worth a look.

* ‘Swaart Gevaar’ is Afrikaans for ‘Black Threat,’ and was a propaganda term used by South Africa’s Apartheid regime.

from BIKEEXIF

BONNEVILLE SALT FLATS PHOTO SHOOT BY STOYAN VASSEV

• POSTED BY MOTO VERSO
 

Stoyan Vassev had the opportunity to do this amazing Bonneville Salt Flats Photo Shoot in 2012. Getting the chance to spend 2 days at the legendary salt flats the first day was the preparation day for the race, the second day was the actual race. He had the chance to get to all parts of the event: the docks, the start, the timing boot, everywhere so this is one of the reason that this set is so revealing and not to mention really really cool. Stoyan said he got a really feeling of the past with all these cars, personalities, the salt flats its like a black and white film only that he was in the middle of it.

Stoyan said “Enjoy it and thanks to the organizer for their help to make that amazing series of unique photographs” its a fantastic set of black and white images for one of the most inspiring places on earth. Its a huge magnet to anyone with a love of anything automotive and certainly on my list of places to visit before I cop it.

Stoyan is from Russia and is a professional photographer and photo journalist. This is a really excellent set of photographs that captures the iconic Salt Flats like no other I’ve featured. The close up’s of the machines, cars and bikes are absolutely stunning along with the portraits shots of some of the characters that run these beasts. I’ve never been so obsessed by a place on earth but just looking through this epic set has just sealed the deal. Next year I’m off so thank you Stoyan I’ll hopefully be taking my own photos next year.

Images: Stoyan Vassev

Website: behance.net/stoyanvassev