The WRC’s ‘Seb’ dynasty continues! / Champion chez le champion !

It was in front of the European Parliament building in Strasbourg, France, that Sébastien Ogier, 29, wrapped up the 2013 Drivers’ world title this evening*. He clinched the crown in Sébastien Loeb’s own back garden where the nine-time champ was making his swansong WRC appearance. It was the perfect scenario to mark the passing of the baton from one French champion to another.

C’est devant le Parlement Européen de Strasbourg que Sébastien Ogier (29 ans) a décroché le titre de Champion du monde des Rallyes 2013 (sous réserve de la publication officielle des résultats par la FIA). Champion chez le nonuple champion, champion pour les adieux du multiple champion : on ne pouvait rêver plus beau passage de témoin entre Loeb et Ogier.

Although the Rallye Monte-Carlo paid regular visits to Sébastien Ogier’s part of the French Alps, there was little to suggest he would go on to become a rally superstar. Youngsters raised in the Haute Alpes region’s Champsaur Valley tend to favour skiing as a pastime in winter, or a little karting perhaps when the snow melts…

Although a strong skier, Ogier didn’t quite make the grade to think in terms of an international career in the sport. He still became a qualified instructor, but then decided to try his hand at motorsport. After following a course to become a rally mechanic, he registered for France’s annual nationwide FFSA Rallye-Jeunes talent-spotting operation, but was beaten in the regional final in 2004. So he practiced hard and returned the next year when he took the top prize.

His rally debut followed in 2006 (Rallye Terre de l’Auxerrois) in a Peugeot 206. The same season, he collected his first podium finish (Terre des Cardabelles) and came sixth in the Volant Peugeot series. To nobody’s surprise, he dominated the Coupe Peugeot in 2007, scoring four victories, and also notched up his first outright win, on home ground (Rallye Neige-Hautes-Alpes) in a diminutive Peugeot 206 XS.

Now aged 25, he had no time to lose, but Citroën Sport gave him an opportunity to contest the 2008 Junior WRC in a C2 Super 1600. He kicked off his world class career with a Junior victory in Mexico. More success came in Jordan and Germany to earn him that year’s title.

Olivier Quesnel, then director of Citroën Sport, offered him a drive in a Citroën C4 WRC to round off the 2008 season, in muddy Wales. Helped by a favourable starting position, the event brought him his first WRC stage victory and he even led until a crash. However, that performance was enough to earn him a berth at the Junior Team Citroën for 2009 in a C4 WRC.

Even so, it was behind the wheel of a Peugeot that he notched up his first major victory when he won the 2009 Rallye Monte-Carlo (round one of that year’s IRC) driving a Peugeot 207 S2000. In contrast, his first steps in the world championship proved more difficult until his first world class podium came in Greece.

Now a full-fledged member of the Citroën factory team, Sébastien’s hard work was rewarded with his first WRC win in Portugal in 2010. He also contributed to the development of the new Citroën DS3 WRC which he drove in 2011 alongside his former idol Sébastien Loeb. The two ‘Sebs’ claimed five victories each, but their rivalry became more marked and Ogier announced his move to Volkswagen in November.

His 2012 programme with the German team was restricted to 12 outings in a Skoda Fabia S2000, but the majority of his time was monopolised by the development of the new VW Polo R WRC with which he went on to win the 2013 Rally Sweden. That result was followed by victories in Mexico, Portugal, Sardinia and, more impressively still, Finland where he even posted a new record for the awesome ‘Ouninpohja’ stage ahead of the local specialists!

He made sure of the 2013 Drivers’ title today in Alsace to succeed from the retiring Loeb and carry on the ‘Seb Dynasty’ that has prevailed in world championship rallying since 2004…

(*) subject to the publication of the official results by the FIA

Malgré le passage annuel du Rallye Monte-Carlo dans les Hautes-Alpes, rien ne prédestinait Sébastien Ogier à inscrire son nom au palmarès du rallye mondial. Quand on naît dans cette Vallée du Champsaur creusée par le Drac et qu’on aime la vitesse et la glisse, c’est plutôt sur des skis qu’on passe ses week-ends, voire sur un kart à la belle saison…

Brillant skieur, Sébastien Ogier ne l’était peut-être pas suffisamment pour embrasser une carrière internationale. Après avoir passé ses diplômes de moniteur de ski, il court sa chance en sport automobile, tout d’abord en suivant une formation de mécanicien rallye, puis en s’inscrivant à l’opération Rallyes-Jeunes. Après un échec en finale régionale en 2004, il s’entraîne et revient plus fort l’année suivante pour remporter la Finale à Alès.

Sébastien Ogier dispute son tout premier rallye en 2006, le Rallye Terre de l’Auxerrois, sur une Peugeot 206. Cette année-là, il monte sur son premier podium (Terre des Cardabelles) et termine 6^e du Volant Peugeot. Sans surprise, il survole la saison 2007 avec quatre victoires dans la Coupe Peugeot et un premier succès au classement général chez lui, au Rallye Neige-Hautes-Alpes, sur une « petite » Peugeot 206 XS.

A 25 ans, il n’a pas de temps à perdre. Citroën Sport lui permet de disputer le championnat du monde Junior 2008 sur une C2 Super 1600. Sébastien débute sa carrière mondiale par une victoire au Rallye du Mexique, signe deux autres succès (Jordanie, Allemagne) pour coiffer la couronne mondiale avant terme.

Olivier Quesnel, directeur de Citroën Sport, lui confie alors le volant d’une Citroën C4 WRC au Rallye de Grande-Bretagne. Grâce à une bonne position sur la route, Sébastien Ogier signe son premier temps scratch en Mondial et mène l’épreuve jusqu’à une sortie de route. Mais il gagne sa place dans le Junior Team Citroën pour 2009 au volant d’une C4 WRC.

C’est pourtant au volant d’une Peugeot qu’il remporte sa première grande victoire internationale – et grâce au Groupe Michelin – au Rallye Monte-Carlo 2009 (première manche du championnat IRC) sur une Peugeot 207 S2000 engagée par la marque BFGoodrich. En revanche, son début de saison WRC est plus compliqué, jusqu’à son premier podium mondial en Grèce.

Intégré au team officiel Citroën, Sébastien travaille dur et engrange de l’expérience. Il remporte sa première victoire mondiale au Rallye du Portugal 2010 et contribue activement au développement de la nouvelle Citroën DS3 WRC qu’il fera débuter en 2011 aux côtés de Sébastien Loeb, son idole devenu coéquipier et rival. Avec cinq victoires chacun, les deux « Seb » ont écrasé une saison 2011 mouvementée. En novembre, Ogier signe chez Volkswagen.

Son programme sportif 2012 se limite à douze épreuves sur une Skoda Fabia S2000, mais c’est surtout le développement de la nouvelle VW Polo R WRC qui occupe le Haut-Alpin, une auto qu’il conduira à la victoire au Rallye de Suède 2013 après un superbe duel avec son seul véritable rival cette saison.

Suède, Mexique, Portugal, Sardaigne, et surtout Finlande, avec en prime un record dans Ouninpohja arraché aux « Flying Finns » : Sébastien Ogier enfile les victoires et coiffe la couronne mondiale au Rallye de France-Alsace 2013, le dernier rallye mondial de Loeb. Le WRC n’en a décidément pas fini avec les Sébastien…

SS1: Ogier and Ingrassia are the 2013 world champions!* / Ogier / Ingrassia, Champions du monde !*

Thierry Neuville’s failure to win this evening’s Power Stage in Strasbourg (SS1) means that Sébastien Ogier and Julien Ingrassia are now sure of claiming this year’s Drivers and Co-drivers’ world crowns!

Thierry Neuville n’ayant pas remporté la Power Stage de Strasbourg (ES1), Sébastien Ogier et Julien Ingrassia sont d’ores et déjà assurés de décrocher les titres mondiaux 2013.

Despite the FIA’s recommendation that Power Stages should be organised at the end of world championship rounds, and that they should be representative of the rest of the rally, the organisers of the Rallye de France-Alsace took the opposite stance. Instead, they chose this evening’s 4.55km blast through the streets of Strasbourg (SS1) as the Power Stage for France’s WRC qualifier.

Unsurprisingly, a huge crowd turned out to line the route which ran between the Alsace region’s administrative headquarters and the European Parliament building. With an hour to go before the scheduled start, all the city’s car parks were packed, while a succession of tramways offloaded more and more people who took up their place in the makeshift grandstands.

The competitors had been in Strasbourg since early in the afternoon. Their first mission was to recce the stage at the wheel of electric vehicles before taking part in a parade seated in classic cabriolets like the Triumph TR3, Ford Mustang, Bugatti, MG, etc. At 4pm, as threatening clouds moved in over the region, the first cars began to tackle the stage in reverse order, initially in groups of four, then in groups of three to entertain the crowd until it was the WRC runners’ turn to start, in groups of two…

Appropriately, the ultimate duel pitched Loeb against Ogier, but what people really wanted to know was the final position of Thierry Neuville, because he absolutely needed to win this spectator stage – like he did in 2012 - to keep his title hopes alive…

In the end, the Belgian was narrowly beaten by Dani Sordo (Citroën DS3 WRC/Michelin), an outcome which automatically handed the world title to Sébastien Ogier! The announcement of the Neuville’s second place marked the start of an enormous rush to film, photograph and interview the new world champions. Bravo, Seb and Julien!

(*) subject to the publication of the official results by the FIA

.Alors que la FIA avait préconisé l’organisation de la Power Stage en fin de rallye et que celle-ci soit représentative de l’épreuve, les organisateurs du Rallye de France-Alsace ont pris le contre-pied : c’est l’ES1, une Superspéciale de 4,55 km tracées dans les rues de Strasbourg, qui servait de Power Stage à la 11^e manche WRC 2013.

Evidemment, il y avait foule dans le quartier Wacken où se déroulait cette ES1, entre l’Hôtel de Région et le Parlement Européen. Une heure avant le coup d’envoi, tous les parkings étaient déjà saturés et le tramway déversait encore un flot ininterrompu de spectateurs dans les tribunes éphémères.

Les concurrents étaient là depuis le début d’après-midi. Ils ont d’abord reconnu le parcours à bord de véhicules électriques, avant de parader dans des cabriolets d’époque, genre Triumph TR3, Mustang, Bugatti, MG… A 16h00, sous un ciel menaçant, les premières voitures de course se sont élancées quatre par quatre, puis trois par trois dans l’ordre inverse des numéros, histoire de bien chauffer le public avant les WRC qui, elles, ont été lâchées par paire.

Les organisateurs avaient bien fait les choses avec un duel Loeb/Ogier en guise de bouquet final. Mais aujourd'hui’ ce qui passionnait les foules, c’était plus le duel à distance entre Sébastien Ogier et Thierry Neuville pour l’attribution du titre 2013. Car pour prolonger le suspense, ou retarder l’échéance, Thierry Neuville devait absolument s’imposer dans cette ES, comme il l’avait fait en 2012.

Mais le Belge a été battu par Dani Sordo (Citroën DS3 WRC/Michelin) qui offre donc le titre mondial à celui qui l’avait remplacé chez Citroën, Sébastien Ogier ! La suite ne fut qu’une longue et intense bousculade entre journalistes, photographes et cameramen… Bravo « Seb » et Julien !

* sous réserve de la publication officielle des résultats par la FIA

new mag

El Solitario & Valtoron

Long time friends, El Solitario Motor Company & Valtoron, have joined forces, creating a signed and numbered bronze buckle, to celebrate the launch of the Lone Wolf as our new insignia. These casted buckles feature our dear hungry talisman on a solid shield and you can know all about it HERE. Before that happened, our dear Valtoronians™ made for us the best gift we have ever dreamed of. Five unique aluminum over bronze buckles that will rock this world, and they even had KT Fender capturing all their magic on this beautiful film

Biggie Smalls: The tiny wonders of the Classic Driver Marketplace

We have a penchant for luxurious, meatily engined motor cars as much as the next man or woman, but every collector should have at least one mini marvel to occupy a half-space in their garage...

Trabant 601 with Hayabusa power

Getting on for 3 million Trabant 601s were made during its 27-year production run, but this one certainly stands head and shoulders above the rest – in performance terms at least. It’s equipped with a 1300cc Suzuki Hayabusa superbike engine in place of the usual 595cc two-cylinder, while the wider track should help to control its newfound performance a little better.

See advert >>

Morris Mini Cooper S ‘to Works ST specification’

Beginning life as a Cooper S road car, this little number has since been upgraded to Special Tuning Works specification using New Old Stock parts. Automobiles BMC describes the car as ‘the best we’ve ever seen’; a big statement considering the dealer’s dedication to Minis, which can be read about elsewhere on Classic Driver.

See advert >>

Renault 5 Turbo 2

The Renault 5 Turbo was a competent and characterful car, but many have since endured periods of insensitive ownership. New York-based dealer Autosport Designs Inc. says this example has come from a private collection that’s currently being pared down, and has less than 14,000 pampered miles on the clock.

See advert >>

Innocenti Mini 120 De Tomaso

Many will remember the cutesy Innocenti: a Bertone-styled hatchback version of the Mini produced by Leyland’s Italian subsidiary. When De Tomaso took the reins of Innocenti in 1976, a new version was produced with a more sporting character – surviving examples are rare nowadays, especially those wearing fewer than 50,000 miles like the one found here.

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Abarth 1000 TC

The Abarth might have been based on the humble Fiat 600, but it was instantly distinguishable by the protruding radiator and always-aloft engine cover. This example retains its road-and-race-prepared set-up, and it’s awaiting the new season with FIA papers at the ready.

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MGB GT V8

Although it seemed an obvious move to put the 3.5-litre Rover V8 engine into the old MGB, it took a long time for British Leyland to engineer a transmission that could take all that extra torque. The job was done and the MGB V8, in GT form only, went into production in 1973. With a top speed of about 125mph, it was impressive. Nearly 2,600 were built and survivors are highly prized today.

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Sunbeam Tiger

So, we now see that micro-marvels aren’t always denied a meaty engine – the Sunbeam Tiger (the performance derivative of the Alpine) had a 4.3-litre Windsor V8 shoehorned into its engine bay, thanks in part to Carroll Shelby’s involvement. This recently restored, left-hand-drive Tiger has apparently had its identity confirmed by the Rootes Group.

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Fiat 131 Abarth Stradale

Not only is this wide-arched Fiat 131 one of the 500 homologated Abarth ‘Stradale’ versions, it’s also claimed to be in a ‘time-warp’ condition, with fewer than 6,500 miles on the odometer.

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Related Links You can search for more petite playthings in the Classic Driver Marketplace

Photos: Classic Driver Dealers

1981 Honda CM400T - 7Seven Customs

By guest writer Ian Lee.

If everyone had the same style, the world would be a very boring place. If every bike builder followed what had come before, custom bike sites like this one would have trouble showing anything fresh. It's with this in mind we are happy to feature 7Seven's latest build, a 1981 Honda CM400T, a hardass ride that has the performance to match it's tough aesthetic. Starting with a pedestrian model motorcycle, 7Seven has built a whole lot of awesome into the Honda twin over the course of the build. But above all, you can't really get much tougher than reptile seat trim. 

To bring the bike from mild to wild styling, a full custom silver & black paintjob has been applied to the Japanese twin. Both the frame and the Comstar rims have been given the powdercoat treatment. This is in with a trend in custom builders using the factory Honda rims, even though this would have been unthought of not so long ago. The net over the factory fuel tank gives a reptilian look, to match the custom seat cushion sitting behind it. Perched beneath this is the custom battery box, a nice touch to replace the factory battery tray. 

The front end of the bike has been treated to an upgrade, Dime City Cycles MX handlebars ending in vintage grips, with short levers to round out the sporting visual. A custom dash panel has been fabricated, upon it is mounted a Dime City Cycles speedometer. The factory headlight is gone, replaced by a Harley Davidson sourced unit, wrapped in a HD fairing. The tail light hasn't been left untouched either, a vintage Ford style lamp is perched atop the custom license plate mount. 

No slouch in the performance department, 7Seven has made sure the bike has the ability to take on any road surface you aim it at, testified by the photoshoot for this awesome machine. The powerplant has been rebuilt, a set of rejetted carbs inhaling through pod filters. The pipewrapped exhaust is a custom 2–1 system, finishing up in an Akropovic GP silencer. And silencer is a misnomer. 

The CM400 in it's factory form is not an eyecatcher. 7Seven has taken great pains to ensure you won't miss this bike going by, either aurally or visually. With it's shorty exhausts finishing just forward of the rear rim, and 'look at me' styling cues, it may not be to everyone's taste, but we're glad not everyone has the same style. We'll leave the last word to 7Seven: "This motorcycle definitely has two loud exhaust & the ride is rough. But there is something primal when driving this beast. Something that quickens the pulse, something that screams: ‘you are a bad, bad boy’. This bike is simply bad to the bone."

Photography by Klemen Korenjak.

via PIPEBURN

Open overdose: The new Porsche 911 Turbo Cabriolet

It's hard to believe that the turbopowered icon from Zuffenhausen turned 40 this year. Coinciding with this important birthday, the Los Angeles Auto Show in November will see the new open-topped versions of the 911 Turbo and 911 Turbo S make their global debut.

The two Turbo Cabriolets follow closely in the technical footsteps of their coupé equivalents, including the 3.8-litre 6-cylinder engine with either 520HP or – in the S model – 560HP. The 0-62mph sprint takes 3.5 and 3.2 seconds respectively, beating the two models' predecessors by a small but (at these performance levels) significant 0.2 seconds. Top speed is around 198mph (318 km/h) and both cars boast innovative rear-axle steering. 

They are also visually similar to the coupé versions when the roof is closed (a process that takes 13 seconds at speeds up to about 30mph), with a coupé-like arch to the roof thanks to Porsche's 'panel bow top' that uses a lightweight magnesium frame.

However, the clear similarity to the coupé doesn't conceal the fact that - to us - the open version of the fabulous Turbo sports car seems a bit of an overdose. If you really feel you need to go topless, it will cost you a hefty premium over the coupé, too - with prices in Germany set at 174,431 Euros for the 'standard' Cabriolet, and 207,989 for the Turbo S.

Photos: Porsche

You can find plenty of modern and classic Porsche 911 Turbo Cabriolets in the Classic Driver Market.

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