The KTM Enduro Factory Team went into the final two rounds of the 2013 season with two of three senior World Championship titles to their credit but what should have been a great French party for Antoine Meo and Christophe Nambotin was a washout. Heavy rain fell at the venue of St. Flour, France during Round 13 on Saturday making some of the track impassable and the competition was halted before the end of the program. Then on Sunday riders were only able to contest four cross tests.
lundi 9 septembre 2013
Enduro : Phillips and Salvini claimed their titles in France / Phillips et Salvini lauréats en France
The weather affected the final round of the World Enduro Championship in St Flour, but hopefully that didn’t changed anything in the standings and both Matthew Phillips (Husqvarna Michelin) and Alex Salvini (Honda) claimed the Junior and E2 titles after the first day of racing. The schedule of the second day has to be changed, and the riders only did the ‘cross test’ during four laps.
La météo exécrable qui s’est abattue sur St Flour samedi après midi n’a heureusement pas bouleversé les choses, Matthew Philips (Husqvarna Michelin) et Alex Salvini (Honda) coiffant les deux derniers titres de champion du Monde d’enduro dès la première journée de course. Le programme de la seconde journée de course fut sérieusement amputé, seule la ‘cross test’ étant chronométrée à quatre reprises
With the E1 title already in his pocket, Antoine Meo came to St Flour with a 125 KTM and got great results with it as he won on Saturday and was leading on Sunday until a crash relegates him in fourth position! He opened a gate for his rivals, and Jeremy Tarroux (Sherco Michelin) got his first World Enduro win after being already very fast on Saturday. Twice second in France, Eero Remes (TM ) didn’t joined the final podium as the Husqvarna Michelin pair of Juha Salminen (4thand 8th) and Matti Seistola (5th and 9th) secured their positions. For his last season, Juha Salminen finally ended vice World Champion.
There was no reel suspense in the E2 class as Alex Salvini (Honda) was strongly leading the classification, but the Italian claimed his first title with another double win during the home GP of his main rivals. He was the single rider to win both days in St Flour, as Pierre Alexandre Renet (Husaberg Michelin) was one victim of the bad weather on Saturday. Coming to the last day only one point ahead of Ivan Cervantes, the Frenchman saved his vice title with a third position on Sunday behind Salvini and Johnny Aubert (KTM).
Winner once more in the E3 class on Saturday, Christophe Nambotin had a big crash on Sunday and was forced to retire; among all his rivals Mathias Bellino (Husaberg Michelin) was the fastest, and got his first win in the E3 category. Seventh and second, Aigar Leok (TM ) is runner up in the series, followed by Joakim Ljunggren (Husaberg Michelin); in front of his home crowd, Fabien Planet (Sherco Michelin) did a strong race with a third and a fifth position.
For the first time this season Matthew Phillips (Husqvarna Michelin) didn’t won any classification, but secured his World title easily as Giacomo Redondi (KTM) was not in St Flour. Danny McCanney (Gas Gas) and Loic Larrieu (Husaberg Michelin) shared the last wins of the season in this class.
Titre en poche, Antoine Meo s’alignait au départ de cette finale sur une petite 125 KTM dont il a fait excellent usage, s’imposant samedi et jouant la victoire dimanche jusqu’à ce qu’une chute ne le relègue en quatrième position ! Une chute qui fera les affaires de Jeremy Tarroux (Sherco Michelin) vainqueur de cette seconde journée après avoir longtemps joué les premiers rôles la veille. Auteur d’un excellent weekend avec deux places de second, Eero Remes (TM ) n’a pu déloger les officiels Husqvarna Michelin du podium, Juha Salminen (4ème et 8ème) quittant la scène mondiale sur un titre de vice champion devant Matti Seistola.
Le suspens était des plus limités en E2 compte tenu de l’avance prise par Alex Salvini (Honda), qui n’a pas fait les choses à moitié en étant le seul pilote à remporter les deux journées de course à St Flour ! C’est la bagarre pour la place de vice champion qui a retenu l’attention, puisqu’après avoir chuté samedi Pierre Alexandre Renet (Husaberg Michelin) abordait la dernière journée avec un seul point d’avance sur Ivan Cervantes (KTM) ! Le Français tiendra bon en assurant une troisième place dimanche derrière Salvini et Johnny Aubert (KTM).
Vainqueur une nouvelle fois samedi en E3, Christophe Nambotin (KTM) a trébuché dimanche en chutant lourdement. La piste était libre pour ses rivaux, et c’est le jeune Mathias Bellino (Husaberg Michelin) qui a saisi l’opportunité de s’imposer pour la première fois dans la catégorie. Septième puis second, Aigar Leok (TM) conserve sa place de vice champion face à Joakim Ljunggren (Husaberg Michelin) alors que devant son public Fabien Planet (Sherco Michelin) réalise un excellent weekend avec une troisième et une cinquième place.
Pour la première fois de l’année Matthew Phillips (Husqvarna Michelin) ne gagne aucune journée, mais assure brillamment son titre mondial en l’absence de Giacomo Redondi (KTM). Danny McCanney (Gas Gas) et Loic Larrieu (Husaberg Michelin) se sont partagés les derniers succès de la saison.
Classements finaux :
E1 : 1.Meo (FRA, KTM), 264; 2.Salminen (FIN, Husqvarna Michelin), 190 ; 3.Seistola (FIN, Husqvarna Michelin), 185 ; 4.Remes (FIN, TM), 177 ; 5.Joly (FRA, Honda), 136….8.Boissière (FRA, Sherco Michelin), 111 ; 9.Tarroux (FRA, Sherco Michelin), 94; etc…
E2 : 1.Salvini (ITA, Honda), 263 ; 2.Renet (FRA, Husaberg Michelin), 216 ; 3.Cervantes (ESP, KTM), 211 ; 4.Aubert (FRA, KTM), 205 ; 5.Mena (ESP, Husaberg Michelin), 136 ; 7.Santolino (ESP, Husqvarna Michelin), 126 ; etc…
E3 : 1.Nambotin (FRA, KTM), 250 ; 2.Leok (EST, TM), 197 ; 3.Ljunggren (SUE, Husaberg Michelin), 191 ; 4.Correia (POR, Beta), 164 ; 5.Bellino (FRA, Husaberg Michelin), 133….7.Planet (FRA, Sherco Michelin), 125 ; etc…
Juniors : 1.Philips (AUS, Husqvarna Michelin), 243 ; 2.Redondi (ITA, KTM), 186 ; 3.McCanney (GBR, Gas Gas), 186 ; 4.Roman (ESP, Husaberg Michelin), 167 ; 5.Larrieu (FRA, Husaberg Michelin), 152 ; etc….
Look At Life 1960's Scrambling
A cool little period film taking a look at 1960′s Scrambling. -
Range Rover Hybrid: First drive on Silk Trail prototype shakedown
With the Range Rover Hybrid needing one, final, gruelling test before being signed off for production, a convoy of prototypes set off on a 9,950-mile cross-continental trip. Classic Driver joined the first leg of the ‘Silk Trail’…
For many manufacturers, the ultimate engineering test comes in the form of endless laps of the Nordschleife – but the Range Rover has always been capable of seeking out its very own ‘green hell’. Since the late 60s, developmental Range Rovers (badged ‘Velar’ in early cases) have undertaken demanding expeditions to unearth any on-the-limit problems before final approval. In 1969, a Velar toured Africa for the Minitrek mission, and 1971-72 saw British Army regiments given a pair of Range Rovers to complete a Trans-American expedition, which included the famous ‘uncrossable’ swamplands of the Darién Gap.
The Silk Trail: Anything but smooth
Still proudly bearing their scars, these historic Rangies lined up to see off their Hybrid descendants – the latter equipped with the necessary roof racks, jerry cans, ramps and impressive, flush-fitting winches. The daunting ‘road’ trip ahead is largely made up of the Silk Trail: the 4,000-mile route connecting Asia and Europe, named as a result of the Chinese silk trade which operated along its length between the 1st and 14th Centuries. But before embarking, it’s time to see if electrification has impinged on the Mark IV’s off-roading abilities, using Land Rover’s on-site proving ‘Jungle Track’.
"It subconsciously trains you to dab the brake pedal more softly and earlier in order to maximise results..."
Amazingly, the Hybrid’s only compromise has been a 120kg weight increase over the TDV6 model on which it’s based – wading depth and ground clearance remain unchanged, thanks in part to a boron steel case for the liquid-cooled battery. Much more relevant than the weight gain is the way in which the Hybrid system chips in to iron out flat spots in the torque curve, the task of attacking the Jungle Track’s inclines, sideslopes, stairs and tipping bridge becoming more measured as a result.
Although the first leg of the route – from Solihull to Brussels, via London – will be one of the tamer stretches, it still gives us a chance to evaluate the Hybrid’s performance in the ‘real world’ of motorway jaunts and city scrambles. Electric assistance helps boost performance to a similar level as the TDV8, while the only dip in refinement comes courtesy of the wind noise generated by our expedition-spec roof rack and accompaniments – and the excited back-seat chatter from the Land Rover engineers proudly revelling in their creation’s maiden voyage.
Anticipation = reward
Unlike many hybrids, the related instrumentation is executed in a classy manner - something we've grown to expect from a Range Rover. A subtle dial shows you how much kinetic energy you’re harvesting while braking, subconsciously training you to dab the left pedal (it's an 8-speed automatic) more softly and earlier in order to maximise results. You’re rewarded with up to a mile of electric-only drive when the meter maxes out. Land Rover suggests this function could be used for anything from overtaking horses on a country lane, to arriving home late at night with no more than a crunch of gravel. It's truly surreal, a car with such physical presence moving in complete silence.
With prices yet to be announced, it remains to be seen whether a Hybrid Range Rover makes financial sense but, without a doubt, it’s a masterstroke in uncompromised engineering. For now, its ultimate test lies in the prototypes making it to Mumbai – we’ll be rejoining the tour near the finish line in a few weeks' time.
Photos: Land Rover
The Road Less Traveled: Taking On the Trans-America Trail in the Land Rover LR4
By JONATHAN GALLEGOS
on 9.3.13
Photo by JONATHAN GALLEGOS
W
hen you’re looking to travel from coast to coast, you’ve got several options; planes are the fastest, trains are probably the cheapest, the interstate is a good DIY choice. But for the adventurer, the Trans-America Trail (TAT) is one of the best. The TAT is a westbound dual-sport motorcycle trail across America on unpaved roads. Sam Corerro, original founder of the TAT, spent years passionately pursuing his goal of charting a coast-to-coast, off-pavement motorcycle adventure. After studying reams of maps and personally surveying thousands of miles of unpaved roadway, Corerro finalized this 5,000-mile route across America in 1999. Over a year ago, Land Rover, too, had the idea to travel across the continental United States completely off-road. Having heard of the TAT, Land Rover consultant and expedition guide Tom Collins was selected to lead a group of thrill-seeking journalists and film crew through the expedition. I was invited to join them after the first leg of the trip. How could I say no?
A few days before I flew in to join them, the caravan group started their journey in North Carolina at the Biltmore Estate. This seemed like a natural starting point as it houses the Land Rover Experience Driving School and a garage big enough to outfit the vehicles. The time they had already spent on the road saw them traveling through the eastern part of the U.S., finally reaching their destination in Bartlesville, Oklahoma.
Rainfall followed me into Bartlesville. Excited about the day ahead but slavishly loyal to a good night’s rest, I scheduled a wake-up call for 5 a.m. and tried to sleep.
TAT Expedition Packing List
It won’t bother your bum when driving over rocky roads for hours. This minimal wallet by Black Anchor was the perfect solution to hold all the necessities.
$40
Filson Large Duffle
It’s not winning any awards from Louis Vuitton, but this spacious and unbreakable bag will hold more than you can lift.
$358
It’s not winning any awards from Louis Vuitton, but this spacious and unbreakable bag will hold more than you can lift.
$358
Topo Designs Rover Pack
From the 1000d Cordura to the easily accessible design, this bag is made for the TAT. Colorado natives know a thing or two about rugged materials. I’d trust ‘em.
$139
From the 1000d Cordura to the easily accessible design, this bag is made for the TAT. Colorado natives know a thing or two about rugged materials. I’d trust ‘em.
$139
Gerber Downrange Tomahawk
Easily hack your way through road-blocking debris with the Downrange Tomahawk. Also good for: fending off would-be vandals and modern-day stagecoach robbers along this dusty trail.
$285
Easily hack your way through road-blocking debris with the Downrange Tomahawk. Also good for: fending off would-be vandals and modern-day stagecoach robbers along this dusty trail.
$285
Filson Tin Cloth Packer Hat
Cold weather? Wet weather? Any weather? Wax this thing once a year and it’ll outlive you. Ditch the baseball cap, sonny. It’s time to channel your best Indiana Jones.
$55
Cold weather? Wet weather? Any weather? Wax this thing once a year and it’ll outlive you. Ditch the baseball cap, sonny. It’s time to channel your best Indiana Jones.
$55
Fjallraven Keb Shirt
It’s made with rugged G1000 material, has mesh ventilation openings under the arms and across the back, and wins our nonexistent award for darn good lookin’ outdoor apparel.
$100
Black Anchor Minimal WalletIt’s made with rugged G1000 material, has mesh ventilation openings under the arms and across the back, and wins our nonexistent award for darn good lookin’ outdoor apparel.
$100
It won’t bother your bum when driving over rocky roads for hours. This minimal wallet by Black Anchor was the perfect solution to hold all the necessities.
$40
“Good morning, Mr. Gallegos. Would you like a second wake up call in 15 minutes?”
I would.
The dreary agricultural town morning was dark, muggy and rainy. I gobbled some stale cereal, poured a cup of coffee from the gurgling automatic coffeemaker and headed out into the wet parking lot. The vehicles were already there.
Driving LR4s made sense because of their seven-passenger seating, excellent storage and ground clearance and impressive off-road capabilities. The LR4s were equipped with a Warn winch, OEM roof rack and three spare tires per vehicle. Other than that, these LR4s were completely stock, what you’d expect off the lot. The entire TAT was done using standard tires and Land Rover’s extremely capable Terrain Response system. This lack of outfitting was intentional, mind you. Land Rover was proving the versatility and rugged off-the-lot capability of their vehicles.
There was some confusion in the lot, initially. Which one was I driving, again?
“This one.” Tom Collins pointed out. “We’ll be the lead the car.”
Collins, a legend in his own right, was the U.S.Camel Trophy Team Coordinator from 1990 to 1998. Collins coached the team to a first place finish in 1993 and second place finishes in 1992 and 1996. He competed in the legendary1987 Camel Trophy in Madagascar and placed second in a hotly contested finish. In his younger years Collins rocked a magnificently black ‘stache; he still possesses a towering stature. During our trip he donned Vietnam-era jungle boots, quick-drying fabrics and had a thing for beef jerky.
I threw my bags into the back as Collins secured the luggage with tie-downs. He fired up his laptop and Terratrip, an extremely precise electronic odometer. We traveled down a paved road for a few miles before turning left onto my first county road, which was scraped well with easy pebbles. The trip had officially begun.
We started in Eastern Oklahoma where, Google Earth would affirm, there is still quite a bit of greenery. This drive consisted of slowing for ruts, splashing through the frequent murky puddle and listening to Willie’s Roadhouse on satellite radio — just to remember that we were in the heartland. About 45 minutes had passed when we came to a section of seemingly impassable road. Collins and Warren Blevins, a Land Rover Experience driving instructor, decided that it would be best to wade out into the water to check the depth.
“If the water goes up to here”, Collins explained, pointing to his hip, “it’s too high. That’s where the air intakes are.”
Now we’re talkin’, I thought. Was I about to drive this $55,000+ LR4 over a flooded bridge with no visible roadway? Collins and Blevins walked out farther and farther until they stopped and looked at each other. I could see Collins mouth something to Blevins, who nodded in agreement. They looked back at me and shook their heads. It was a no go. Back at the car, Collins consulted his navigation software and found an alternate route. We moved on.
Collins was forced to reroute portions of the TAT to accommodate four-wheeled vehicles, but the route remained unchanged in all material respects. It wasn’t long before we got to another section of flooded road. I wondered if this, too, would be impassable. Again, Collins and Blevins waded out into the water to do the “hip test”, all the while keeping their eyes on a venomous water moccasin swimming nearby. After consultation, a cautious Collins and grinning Blevins eventually agreed that this road was passable. We were going to drive it.
“IF THE WATER GOES UP TO HERE”, COLLINS EXPLAINED, POINTING TO HIS HIP, “IT’S TOO HIGH.”
We raised the ride height and adjusted the Terrain Response System as Collins came to warn me that “the road turns sharply to the left. It’s actually a small bridge, so if you go too far left you’ll fall into the creek.”
I moved the LR4 into the water at a slow but consistent pace. The objective, I was told, is to go fast enough to force a trough in the water, but not so fast that you catch up with it. This effectively lowers the water level at the front of the vehicle. “Piece of cake”, I thought.
Driving through that much water is an uneasy feeling, which was compounded by the fact that I’d never done anything like it before. I pushed forward into the water, immediately feeling the loss of traction. I’m not altogether sure if it was mental or physical, but I labored under keeping the wheel straight while all of my attention was focused on speed; not too fast, not too slow. This sort of thing takes a different, heightened awareness of every move the vehicle is making. Keenly aware of the perils of doubtful hesitation, I continued forward and made it across without a drop of water on me, thanks to the triple-sealed doors.
Kansas was about how you’d imagine it: flat fields, rows of corn, shockingly large tractors. Awfully remote. The LR4s handled effortlessly on these unpaved roads with our speed averaging about 45 MPH during this portion of the trip; Kansas rolled by.
This section of the trip allowed the mercifully comfortable interior of the LR4 to really shine. The beefy leather-wrapped steering wheel, large, grippy climate control knobs and a seven-inch touchscreen display made all the difference. I’m sure if you asked Collins he’d agree that we both enjoyed the dual-zone climate control; there was often a sizable variance in our temperature choice. It even had a refrigerator in the center armrest, which I made full use of. We wanted for nothing.
We traveled pretty quickly through this region of America. Many of Kansas and Oklahoma’s county roads are sectioned off into one mile by one mile grids. It’s amazing, really, how few natural barriers stand in the way of industrial progress. I imagined someone looking down a long, straight dirt road to see eight bi-xenon headlights twinkling through voluminous dust-cloud rooster tails spewing from our tires. We passed an isolated farmhouse on this particular county road that appeared like a mirage. As we approached, I saw a young boy atop a riding lawnmower on his front lawn, mouth agape as he watched four fully loaded, identical, large European SUVs pass right in front of him. I wonder if he told his mom or dad. Maybe he boasted to a school friend. If it’s because he liked the Land Rovers, he’s already got impeccable taste.
As we continued, we snagged the Oklahoma panhandle and then made our way into shrub-laden New Mexico. Fueling up at gas stations was always a treat. When you roll into a small town with four safari-chic Land Rovers, people notice. The LR4′s profile and upright posture are unmistakably distinct, and this car is the handsomest of the three redesigns since 1999. Add to that the fact that the LR4s had not seen a car wash since North Carolina and you’ve got a topic ripe for conversation. While some may have found our explanation dubious, the conversations ended with well wishes and “safe travels!” sending us off to our next destination. After one of these encounters Collins reminisced, “there’s a saying in Baja: good road, bad people. Bad road, good people.” How right he was.
THE DAILY MONSOON STARTED, TURNING OUR CONFIDENT RUBBLE ROADWAY INTO A MUDDY, SLIPPERY MESS.
In New Mexico we wove in and out of tree trunks on canyon roads where violent floods had swept through several days earlier. The chainsaw that Collins strapped to the roof rack suddenly made more sense. We meandered our way through New Mexico for a couple hours before pushing north into Colorado, where Land Rover’s Terrain Response system shone brightly. Colorado natives are well aware that during the summer the afternoon usually brings rain through the mountains. On my last day there, we found this true at about 10,000 feet when the daily monsoon started, turning our confident rubble roadway into a muddy, slippery mess.
“No problem.” Tom affirmed. “We’ll put the car into second gear, adjust the Terrain Response system to ‘Mud and Ruts’ and ride it out. If things get really bad, we’ll turn on the Hill Descent Control.” The Terrain Response System — and Tom’s attitude — was reassuring. The system consists of driving modes that include: General Driving, Grass/Gravel/Snow, Mud and Ruts, Sand and Rock Crawl. Each subtly adjusts throttle response, traction control and ride height. The driver can couple this with Hill Descent Control, which will interface with the ABS to apply brake pressure when detecting slippage at the wheel. The combined result gives the driver appropriate control based on the situation. Intermittently using this technology, we made our way through the aspen-lined forests, basked in the shadows of the Spanish Peaks and headed down into the valley near Salida, CO, my last stop on this great expedition.
In a day where technology often removes the driver from the driving experience, Land Rover has leveraged their innovations to do quite the opposite. They couple luxury and utility to drag drivers out of their comfort zone and encourage them to enjoy the outdoors. Did Land Rover need to execute this audacious, six-week, largely off-road trip for us to believe in the LR4? No, they didn’t. But they did anyways. That spirit matches the Trans-America Trail, and I’m glad I got to experience both.from http://gearpatrol.com
LA PORSCHE 918 SPYDER PRÉSENTÉE AU SALON DE FRANCFORT
Porsche va présenter pour la première fois en public, lord du Salon International de Francfort (10-22 septembre) la Porsche 918 Spyder.
Porsche, au moment où la marque allemande célèbre le cinquantenaire de la 911, modèle emblématique de la firme, est très fier de cette 918. Il est vrai qu'en plus d'un look séduisant, elle dispose d'atouts techniques impressionnants. Cette hybride -moteur à combustion combiné à un moteur électrique- développe en effet une puissance de 887 chevaux, atteint les 100 kmh en 2''8 avec une consommation équivalente à celle d'une voiture compacte.
La 918 ne sera pas la seule attraction du stand Porsche puisque la marque veut célébrer dignement les 50 ans de la Porsche 911, présentée pour la première fois en ce même Salon de Francfort en 1963. Porsche présentera donc une version limitée « 50 years 911 », produite à 1963 exemplaires et pas un de plus, basée sur la 911 Carrera S- cette série limitée reprenant la carrosserie de la Carrera S actuelle mais étant une traction arrière motorisée par le Flat 6 monté à l'arrière comme sur la 011 d'origine-, dévoilera également la nouvelle 911 Turbo (flat 6 double turbo de 560 chevaux), 40 années après la première 911 Turbo ainsi que la nouvelle génération de la Panamera Gran Turismo S E-Hybrid.
Mathias Müller, Président de Porsche AG : « De janvier à juillet nous avons livré à travers le monde 95 300 voitures neuves -c'est 17% qu'au cours des sept premiers mois de 2012-. Nous sommes donc très confiants pour les prochains mois et nous pensons fermement avoir vendu plus de véhicules à la fin de l'année que nous ne l'avions fait les années précédentes. En se basant sur la situation actuelle, nous sommes partis pour un nouveau record annuel - et cela bien que le climat économique actuel soit loin d'être satisfaisant. »
Le record, qui date de 2012, est de 143 096 voitures vendues pour un total de ventes de 13,9 milliards d'euros.
Citation extraite du communiqué Porsche,
Claude Foubert(Endurance-Info)
Babe Blue '73 CB750 Build
The CB750 Build from Brady Young and Seaweed & Gravel is finally done! It has been a year in the making. I met Brady a little over a year ago and I had a beater cb750 in the back of my truck at the time. I told him this would be my babe. He kinda smiled while we made plans for other builds that were much more in the forefront. This build got pushed back by each client that came along. I didn't really mind because I knew she was going to be amazing. As it happens, some of the other builds were the testing grounds to work out the mistakes so this bike would be right the first time around. Well I am happy to say Brady nailed it on the head. The build takes me back to my childhood, no doubt. Growing up my dad had a '70 El Camino the same color and I drove a '70 Nova the same color. The number was my number growing up and it has significance in my adult life as well. This bike will be for sale but we have not come up with a cost yet. I hope I can ride her for a little while at least.
Brady will follow up with more information about the build so you may want to wait on the questions for his write up.
from Seaweed & Gravel
HOREX VR6 CLASSIC : New retro-styled Classic is based on the six-cylinder Roadster.
Horex has expanded its model line with the addition of the VR6 Classic, a variation of the current VR6 Roadster. The new machine features a number of styling and graphic touches intended to create a visual connection with the traditional image of the top-class bikes that Horex produced until the late 1950s, the most prestigious being the Imperator, an elegant-looking 500cc parallel-Twin.
The VR6 Classic brings back traditional Horex metallic red and related striping, plus retro-looking, but state-of-the-art, Kineo wire-spoked wheels and a nicely contoured, double-stitched seat. The rest of the chassis remains unchanged: an inverted 48mm WP fork, a 24-degree steering-head angle with 3.7 inches of trail, a Sachs shock working in conjunction with a single-sided swingarm, and a 59.3-inch wheelbase. Only the front brake system—a mix of radial-mount Brembo calipers and 320mm stainless steel Braking rotors, which don’t look very “classic”—departs from the original. Claimed dry weight is 549 pounds.
For the Classic, the triple-overhead-cam, three-radial-valves-per-cylinder, 1.2-liter, 15-degree V-Six has been detuned to 126 horsepower at a moderate 8500 rpm, with 88.5 foot-pounds of peak torque coming at 7000 rpm. To deliver this level of very smooth power, the VR6 has a compression ratio of 12.5:1, breathing through six 34mm throttle bodies and using a new six-into-two exhaust system.
Horex VR6 Classic
Compared with October, 2010, when the Horex project was launched, and December, 2011, when the production version of the VR6 Roadster was unveiled, the power level of this “Classic” is drastically reduced. In original form, supercharged by a centrifugal blower, the VR6 was expected to produce a cool 200 hp. Then, for the naturally aspirated Roadster, peak power was a still-respectable 161 hp.
No matter how smoothly it is delivered, is 126 horsepower worth the complexity of a triple-cam, 15-degree V-Six capped by a single cylinder head? Keeping the conversation within German borders, BMW makes almost the same performance with just two cylinders and does it smoothly, too.
View images in photo gallery:
Vintage Motorcycle BSA Sloper 1928
BSA Sloper 1928 is one of the most beautiful pre-war motorcycles, which is surprisingly cheap. The model of the BSA Sloper appeared on the market in 1927. The name of the bike was a bit of an unusual angle of the engine, as in those years, most engines are set or vertically, or V-shaped. In fact, the model BSA Sloper has become an example for many other manufacturers that have adopted the geometry of the location of the engine.
Motorcycle BSA Sloper is different from low center of gravity and therefore, it has a good controllability. The model was produced until 1935 with virtually no major changes, but popular among motorcyclists who appreciate the convenience and comfort of the bike. Shown in the photographs 557-cc motorcycle BSA Sloper 1928 that was exhibited at the Brooklands Museum in 1998. On September 7, it will be sold at auction “National Motor Museum Collectors’ Motorcycles” (Bonhams). Estimated cost of this motorcycle is $7,000-7,800.
from BIKEGLAM
On track with Unit 56: Private test days for the discerning
Riding something different on the public road is certainly satisfying. There comes a time, though, when rarities from early 70s road-racing need exercising on a race track. If that appeals, and you want to be part of the ‘right crowd, no Day-Glo leathers’ set, give Larry Preston-Smith a call...
Late last month, Preston-Smith, of classic bike specialist Unit 56, took a few bikes down to the Llandow circuit near Cardiff, which he hired for the day. It’s set in beautiful countryside not far from the coast, and offers entertainment for novice and experienced rider alike.
This was the first of a what’s set to be a regular series of private days organised by the ever-affable Preston-Smith, a man with Enjoyment and Fun uppermost in his mind. Seen at Llandow were Preston-Smith’s own big Yamaha FZR1000 EXUP in ‘Kenny Roberts’ colours, Mike Gauntlett riding the company’s customised 1983 BMW Motorcycles K100 and friends from far and wide. Also seen that day were machines as varied as a 500cc Manx Norton, one that won on the Isle of Man in 1961, a Harris Kawasaki and an Egli-Honda.
It was fast and friendly and, most of all, FUN.
If you fancy taking to the track, you’ll do yourself a favour and give Larry a call to find out when the next day is booked. And, of course, Unit 56 has many machines for sale in the Classic Driver Market.
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