ISDE : Meo and the Frenchmen in the lead / Meo et les Français aux commandes

The fourth day of the ISDE was like a new event for the riders, as they raced new stages and even if the riders are tired after three days of intense racing this bring some fresh air on the race. But that was not enough to bring main changes on the results, as the Frenchmen increase their leadership in both the Trophy and the Junior classification.

La quatrième journée des ISDE était riche en nouveautés au niveau du parcours, et si les organismes commencent à fatiguer après quatre jours de course cela a apporté une bouffée d’air frais sur la course. Cela n’a toutefois pas révolutionné les classements, puisque les Français en ont profité pour accentuer leur avance dans le Trophée comme dans le Junior.

After this fourth day Antoine Meo who is involved for the first time in the E3 class and Australian Daniel Milner are tight, as both counts two overall wins in the individual classification. The Australian who is the revelation of this event had an average day with a fourth position in the E2 class and a fifth overall, and it’s now Meo as fast on a 300 two stroke KTM than on his usual 250 four stroke who is the individual leader of the event. But it was an ‘international day’ with the success of Cristobal Guerrero in the E1 class and Alex Salvini in the E2 class; the Italian and reigning E2 World Champion had a good day after disappointing results, and save the honours even if he is very far (29^th) in the overall classification.

Meo is strong, and his teammates are also fast as Pierre Alexandre Renet (Husaberg Michelin) finishes third followed by Australians Joshua Strang and Milner, with Johnny Aubert in sixth. The Frenchies are now leading the team classification by more than eleven minutes, and the battle is intense between Australia and America; Australia is back in second position, but they are less than a minute ahead of the US boys.

In the Junior class the Frenchmen did the same as their Trophy teammates, and increase also their leadership as they are now more than three minutes ahead of the Italians. Once more Loic Larrieu and Mathias Bellino (Husaberg Michelin) dominate the class; they won the six stages of the day (three for each) and are strongly leading the class. The Italians remains second, while the Czech Republic is now third overall followed by Great Britain. There’s still two days of racing, with enduro on Friday and the final cross on Saturday.

Au soir de cette quatrième journée Antoine Meo qui roule pour une fois en E3 et l’Australien Daniel Milner sont à égalité, ayant chacun remporté deux journées en individuel. L’Australien qui est la révélation de ces ISDE a connu une journée moyenne en ne prenant que la quatrième place de la catégorie E2 et la cinquième au scratch, perdant de ce fait la tête du classement individuel au profit de Meo aussi à l’aise sur sa 300 KTM deux temps qu’il ne l’est sur une 250 quatre temps ! La journée fut toutefois très internationale avec les succès de Cristobal Guerrero en E1 et d’Alex Salvini en E2 ; l’Italien retrouve des couleurs après un difficile début de course, et sauve l’honneur alors qu’il est très loin (29^ème) au classement scratch.

Meo est en forme, mais ses équipiers ne sont pas en reste puisque Pierre Alexandre Renet (Husaberg Michelin) prend la troisième place de la journée devant les jeunes Australiens Joshua Strang et Milner, Johnny Aubert complétant le top six du scratch. Les Français continuent donc à dominer le scratch ou ils comptent maintenant  plus de onze minutes d’avance, les Australiens ayant repris la seconde place aux Américains.

Comme leurs ainés, les Juniors Français ont eux aussi accru leur avance et entrevoient la victoire puisqu’ils abordent les deux dernières journées avec plus de trois minutes d’avance sur les Italiens. Loic Larrieu et Mathias Bellino (Husaberg Michelin) ont remporté les six spéciales du jour, dominant outrageusement cette catégorie Junior et emmenant leurs équipiers sur la plus haute marche du podium. Les Italiens restent bien accrochés à la seconde place, les Tchèques ayant subtilisé la troisième place du podium aux Britanniques. Encore de l’enduro au programme de la cinquième journée, l’épreuve se terminant avec le cross final le sixième jour.

Classement provisoire trophée : 1.France ; 2.Australie (+11’05’’87) ; 3.Etats Unis (+11’51’’08) ; 4.Italie (+15’00’’50) ; 5.Espagne (+18’47’’20) ; etc….

Classement provisoire trophée juniors : 1.France ; 2.Italie (+3’13’’37) ; 3.République Tchèque (+5’41’’20) ; 4.Grande Bretagne (+6’10’’90) ; 5.Finlande (+6’44’’52) ; etc..

Leg 1 - 2013 WRC Rallye de France

WRC :End of Day 1: Neuville in front / Etape 1 : Neuville en tête

Thierry Neuville (Ford/Michelin) completed the first full day of the 2013 Rallye de France-Alsace at the top of the leaderboard, ahead of Dani Sordo (Citroën, +9.8s) and Jari-Matti Latvala (VW, +11.8s). Sébastien Loeb is provisionally fourth.

Le Belge Thierry Neuville (Ford/Michelin) a conclu la première journée du Rallye de France-Alsace 2013 en tête devant Dani Sordo (Citroën, +9s8) et Jari-Matti Latvala (VW, +11s8). Sébastien Loeb est au pied du podium.

Sébastien Loeb dominated this morning’s action when he collected three consecutive stage wins in his Citroën DS3 WRC running on hard-compound Michelin Pilot Sport H2 tyres. It was an ideal start for the nine-time world champion who topped the order at the midday break.

The afternoon, however, as all about Thierry Neuville who, like Loeb earlier, left lunchtime service with five hard-compound tyres in spite of the dark clouds that were gathering over the Vosges Mountains. “I was able to benefit from perfect weather information and it didn’t rain. I therefore felt confident and decided to push hard,” said the Belgian after winning SS6 and becoming the rally’s third different leader since the start. He was fastest again on SS7 (34.34km) which was almost entirely dry.

This evening, the Ford/Michelin driver enjoys a cushion of 9.8 seconds over the driver who beat him in Germany, Dani Sordo (Citroën DS3 WRC), while Finland’s Jari-Matti Latvala is third (+11.8s, Volkswagen Polo R WRC) after providing further evidence of his speed on asphalt. Sébastien Loeb (4^th) fell back three places during the afternoon and trails the leader by 12.2s: “We opted for four soft-compound tyres and two 'hards' for the last three stages but the rain didn’t materialise. It was the wrong choice.”

Sébastien Ogier, who clinched the world title after yesterday evening’s SS1, failed to settle into a good rhythm this morning and didn’t make the best tyre choice for the afternoon, either (three ‘softs’ and three ‘hards’). The Frenchman is currently fifth overall (+28.7s), ahead of Evgeny Novikov (Ford), Andreas Mikkelsen (VW) and Mikko Hirvonen (Citroën) who are all more than a minute behind Neuville.

There is still a three-minute gap between the top-two runners in the WRC-2 class, namely Robert Kubica (Citroën/Michelin) and Elfyn Evans (Ford). The WRC-3 standings are topped by Quentin Gilbert who has pulled out a handy safety margin over Sébastien Chardonnet (+40.4s) and Keith Cronin (+1m16.3s). Stéphane Consani has retired.

Sébastien Loeb avait dominé la matinée en signant les trois meilleurs temps au volant de sa Citroën DS3 WRC chaussée de pneumatiques Michelin Pilot Sport H2 (hard). Pour son retour en rallye, le nonuple champion du monde était donc parfaitement dans le coup et menait l’épreuve à mi-journée.

Mais la boucle de l’après-midi a été dominée par Thierry Neuville qui, comme Loeb le matin, avait opté pour cinq gommes « hard » malgré le ciel très menaçant au-dessus des Vosges. « On a eu de très bonnes infos météo alors j’en ai profité. On a attaqué, en pleine confiance », expliquait le Belge à l’arrivée de l’ES6 où il a pris la tête de l’épreuve. Ses propos ont été confirmés dans l’ES7 (34,34 km), à 90% sèche, où Thierry a signé un nouveau temps scratch.

Le pilote Ford/Michelin compte ce soir 9.8 secondes sur son rival du dernier Rallye d’Allemagne Dani Sordo (Citroën DS3 WRC) et 11.8 sur le Finlandais Jari-Matti Latvala (Volkswagen Polo R WRC) une nouvelle fois très performant sur l’asphalte. Sébastien Loeb (4^e) a concédé trois places en trois spéciales, mais il ne pointe qu’à 12.2 secondes du leader. « On avait 4 soft et 2 hard cet après-midi et il n’a pas plu. C’était un mauvais choix. »

Sébastien Ogier, qui a fêté son titre mondial hier à l’issue de l’ES1, n’était pas dans le rythme ce matin et n’a pas effectué le meilleur choix de pneus cet après-midi (3 soft, 3 hard). Le Français figure au 5^e rang, à 28.7 secondes de Neuville. Evgeny Novikov (Ford), Andreas Mikkelsen (VW) ou encore Mikko Hirvonen (Citroën) sont à plus d’une minute.

En WRC-2, il y a toujours plus de trois minutes d’écart entre le leader Robert Kubica (Citroën/Michelin) et Elfyn Evans (Ford). En WRC-3, Quentin Gilbert a bouclé cette première journée en tête devant Sébastien Chardonnet (+40s4) et Keith Cronin (+1min16s3). Stéphane Consani a abandonné.

TRIUMPH 6T THUNDERBIRD SALT RACER

There’s something strangely compelling about motorcycles built solely to race down the Bonneville salt flats. Stripped of all fripperies, they’re designed to operate in a hostile environment that tests both man and machine.

This Triumph 6T was built by Dick Smith of The Baron’s Speed Shop in the UK, and it has that odd beauty in spades. Photographer Gary Magerum captured it at rest after it grabbed the record in the Pushrod/Fuel/Special construction class.

The bike is based around a duplex pre-unit frame from The Factory Metal Works in the States. Baron’s then slotted in a 1960 6T (Thunderbird) motor, heavily modified with a three-piece crank, a flywheel made from EN40B steel, and vintage Harman & Collins drag cams. Most moving components have been lightened, from the timing gears to the pushrods and rocker arms.

The pistons are 10:1 high compression items from MC Cycle, sucking gas from a pair of 1.5-inch Amal 3 GP carbs supplied by Burlen Fuel Systems. The gearbox is a 1957 pre-unit fitted with five-speed internals. As if that’s not enough, the bike is tuned to run on straight methanol, and lubed by Morris’ legendary R 30 castor oil.

The rims are 19” Akronts front and back, shod with Avon tyres, and the unashamedly prominent nose cone is a modified Hagon item.

The sound (and smell) of this Thunderbird must be amazing. Another good reason to add the BUB Speed Trials to the bucket list.

With thanks to photographer Gary Margerum. Head over to the Baron’s Speed Shop website for more classic British iron.

via BIKEEXIF

A svelte saviour? Short drive in the new Maserati Ghibli

Quo vadis, Maserati? That question will be answered over the next few years, the new Ghibli being the first part of the response. Four-wheel drive, diesel engines and modest pricing opens the brand to a new target group, but is that the solution? We try to work this out during a short test drive…

"The Ghibli is the springboard to a major product offensive."

The Ghibli is possibly the most important model in Maserati’s 99-year history. If it enjoys the sales figures that the bean-counters are predicting – particularly in North America and Asia – the Italian manufacturer could have tens of thousands of new customers, the springboard for a major product offensive. In 2012, around 6,300 cars were made; by 2015, the company intends that number to be close to 50,000, with new SUV, GT and 911-rival models waiting in the wings.

However, their introduction appears to hinge on the success of the Ghibli, so what if it doesn’t perform to expectations? It doesn’t bear thinking about.

Sibling similarities

In entering its third generation, the Ghibli has borrowed little from its namesakes, a pair of two-door coupés from 1966 and 1992. In the new Maserati product portfolio, it acts as an entry-level model placed beneath the Quattroporte. However, only a trained eye will be able to spot the visual differences and the story is much the same under the surface – it shares the Quattroporte's brakes, suspension, steering and numerous interior details, though the smaller car will have a more sporting edge. The twin-turbo 3.0-litre petrol V6 looks set to be used in the next Ferrari California, and there’s also a diesel engine of the same capacity and cylinder arrangement available.

Two revolutions at once

Diesel isn’t the only new feature. Like its rivals (E-Class, 5 Series, A6, etc.), the Ghibli can also be specified in four-wheel drive (but in LHD markets only). With this dual revolution, Maserati has accepted its need to catch up with the competition, even if certain brand traditions must be discarded in the process.

Our test car is the top-of-the-line Ghibli S Q4 which produces around 404bhp, and costs around 82,000 euros in Europe. Visually, it’s certainly angled towards the tastes of the American and Asian markets – meaning a dramatic front end and muscular haunches – which might leave more traditional Maserati enthusiasts a little bitter. But that’s sort of the point: if Maserati wants to lure a new breed of customer, things have to change. It worked for Jaguar, after all.

Italian spirit remains

The interior is tactile with a healthy dose of Italian flair, the wood panelling to the transmission tunnel being a particularly nice touch. Despite lacking a few cylinders in comparison to the usual Modenese offerings, a raspy note quells any concerns on start-up. Once on the move, those borrowed steering and suspension systems are convincing – ‘Normal’ allows a comfortable glide through the Swiss mountains, while in ‘Sport’, the Ghibli fulfils the promise of further agility over its bigger brother.

While it looks to be geared for success in its priority markets, its adoption in Europe is difficult to predict. The imminent centenary will no doubt bring with it plenty of attention, so one would certainly hope this is the beginning of a more secure future than Maserati has ever seen before.

Our test car was borrowed from Foitek Automobile in Zürich - customer test drives are invited.

Honda CM400 - Flash Rabbit Custom Garage

Another day, another killer Honda build. This time it's a build from a relative new-comer to the scene; Indonesia's Flash Rabbit Custom Garage. Run by celebrity and actor Derby Romero, the shop seems to exhibit all the classic traits of the best builders in this part of the world. Namely, a fresh approach with the guts to do things a little different from the mainstream scene. In this case that translated to a build that took influences from the café, bobber and brat scenes. The results? We'll let them speak for themselves - with a little help from Romero, of course.

“My name is Derby Romero. I was born in 1990 and I'm an actor in Indonesia who really loves classic and custom motorcycles. In fact, I have loved them since I was a kid and now I run my own custom garage called ‘Flash Rabbit’. This all started as a hobby; I had a small workshop at my house and I started designing custom motorcycles and building them for my friends; they were mainly café racers, bobbers and trackers.”

“I guess my passions counted for something, because after a year or so people started to notice my work. It was then about 12 months ago I decided to take this to professional level, because it was something I always wanted to try. The work is still coming in, and now I even have my own team to help run the garage. I'm still working on our website, but it will be up soon.”

“The bike is a Honda CM 400. The first step for us was to get the bike's engine checked. It was still in good shape, but we had to change the clutch plate, redo the wiring and change the carbs to a set of Keihin PE28s. After we were finished with the engine, I started working on the looks. To try something completely different, I decided to combine café racer, bobber, and brat-style influences all on the one bike - and I think it really works. The gas tank is a handmade with curves on both sides for a real café racer character, and then I put the leatherwork on the gas tank and rear fender to match the leather seat, which is a key feature of the bike and which really gave it a bobber feel.”

“Then we chopped the rear frame a bit so the seat would fit perfectly and to make the bike just a bit lower. The footpegs, clubman bars and the exhausts are all handmade. I used a medium size custom light for the front. For the finishing touches, we sprayed a battleship grey color on the gas tank and rear fender, with a light brown leather stripe and leather seat. The grips are also grey. And yes, we used exhaust wrap. We really hope you all like it.”

 via PIPEBURN

Foitek Automobile: Three brothers on their toes

Four-times Swiss Champion (racing and sportscars) Karl Foitek made his name over 50 years ago – and not just in Switzerland. Classic Driver visited the family Foitek at its present company premises on Lake Zurich to admire the exquisitely designed showroom...

When Karl Foitek and his wife opened the Foitek Garage in Zurich in 1962, he had already made a name for himself as a racing and sportscar driver and while the entrepreneur always had a passion for fast Italian cars, brands such as Lotus and Jaguar were also represented in the garage. By the end of the Eighties, his three sons Reto, Frank and Gregor were taking an active role in the company.  In 2004, the Foitek Garage was sold but, in 2008, the brothers opened Foitek Automobile AG in Altendorf. The now 82-year-old Karl Foitek is still a consultant to his boys, providing help and encouragement, and his trophies and photographs give the showroom a special charm.

The current offerings of the family business include modern Ferraris and Maseratis, sitting alongside such rare classics as a 1978 Maserati Kyalami 4.2 with elegant brown metallic paintwork. There’s also the latest Maserati Ghibli to consider, which must raise a few eyebrows: who would have thought, when the Foitek Garage was first conceived, that one day there would be a Maserati with optional 4WD, an eight-speed auto gearbox and a diesel engine?

Photos: Jan Baedeker

To see the cars in stock at Foitek Automobile, see the Classic Driver Market.

Andersson’s 100th WRC start! / Le 100e rallye WRC d’Andersson

This week will see Jonas Andersson join Ilka Minor and Giovanni Bernacchini as the third co-driver this year to notch up his 100th WRC appearance. To mark the occasion, the Swede was presented by Ford team boss Malcolm Wilson with a framed photo of the N°4 Fiesta WRC he shares with Norway’s Mads Ostberg.

Après Ilka Minor et Giovanni Bernacchini, le Suédois Jonas Andersson est le troisième copilote à atteindre le cap des 100 départs en WRC cette année. Pour marquer le coup, Malcolm Wilson lui a offert une photo encadrée de la Ford Fiesta RS WRC N°4 qu’il partage avec Mads Ostberg.

Mads Ostberg’s co-driver Jonas Andersson is taking part in his 100^th WRC event this week. The 36-year old reserved Swede made his world class debut in 2002 alongside his compatriot Per-Gunnar Andersson (no relation), with whom he went on to collect two ‘Junior’ titles with Suzuki.

His first ride in a World Rally Car came with DTM star Mattias Ekström on the 2006 Rallye Deutschland 2006 (11^th). Jonas competed again with ‘P-G’ in 2008. Their difficult season in the works Suzuki SX4 WRC harvested fifth places in Japan and Wales.

When a programme failed to materialise with P-G in 2009, Jonas was recruited by Mads Ostberg for the Acropolis Rally (7^th, Subaru Impreza WRC). The pair has remained together ever since and, in 2012, they took their first world class win together, in Portugal.

Following in the footsteps of Ilka Minor (in Mexico) and Giovanni Bernacchini (Greece), Jonas is the third co-driver to reach 100 WRC starts this year. He joins fellow Swede Arne Hertz (133 starts) in the list of 21 co-drivers who have attained that landmark figure, the most active of whom is Frenchman Denis Giraudet (176^th WRC outing this week!).

“My father used to take me to watch rallies when I was a kid,” recalls Jonas. “When I was about 14 or 15, I started to hang around with the local motorsport community. I was 15 when I did my first event as a co-driver! Notching up 100 WRC starts wasn’t part of the plan, though – I just wanted to enjoy myself. Then, when I was 24, I contemplated buying my own car and competing as a driver. That’s when P-G called and asked if I wanted to do the Swedish Championship with him. I said ‘yes’, because the thought of co-driving at a high level sounded like a much better idea.”

We asked his current driver Mads Ostberg what he believes Jonas’s chief quality is: “He’s obviously very experienced, but I think the main thing is the special way he reads the pace notes; the way he alters his voice to match the type of corner. It’s almost like singing and I find that makes the information he gives very easy to absorb.”

Garçon discret malgré une carrure imposante, le copilote de Mads Ostberg dispute ce week-end le 100^e rallye d’une carrière mondiale entamée en 2002. Jonas Andersson (36 ans) a débuté aux côtés de son compatriote Per-Gunnar Andersson – sans lien de parenté – avec lequel il a décroché deux titres Junior chez Suzuki.

Ce n’est pas « PG » qui lui offrit sa première expérience en World Rally Car, mais la star du DTM Mattias Ekström, au Rallye Deutschland 2006 (11^e). Jonas est remonté dans une WRC en 2008 pour un programme officiel sur la Suzuki SX4 WRC aux côtés de son homonyme. Une saison assez compliquée, conclue par deux 5^e places (Japon, Grande-Bretagne).

Sans programme avec « PG » pour 2009, Jonas a débuté aux côtés de Mads Ostberg au Rallye de l’Acropole sur une Subaru Impreza WRC (7^e). Depuis, le Norvégien et le Suédois ne se sont plus quittés et ont remporté ensemble leur première victoire mondiale, le Rallye du Portugal 2012.

Après Ilka Minor au Mexique et Giovanni Bernacchini en Grèce, Jonas Andersson est le troisième copilote à entrer dans le « club des 100 » cette année, lequel réunit 21 membres. Un autre Suédois, Arne Hertz, y figure avec 133 rallyes. Ce « club des 100 » est toujours présidé par Denis Giraudet (176^e rallye WRC ce week-end).

« Mon père m’emmenait régulièrement voir des rallyes quand j’étais môme », se souvient Jonas. « A 14 ou 15 ans, j’ai commencé à m’intégrer dans le milieu du sport automobile. J’avais 15 ans quand j’ai disputé mon premier rallye comme copilote. Avoir 100 rallyes WRC n’était pas vraiment dans mes plans, je voulais juste m’amuser ! A 24 ans, j’avais envisagé d’acheter ma propre voiture pour la piloter. Et puis « PG » m’a appelé pour faire le Championnat de Suède à ses côtés. J’ai dit oui car être copilote à haut niveau était une bien meilleure idée. »

Nous avons également demandé à Mads Ostberg ce qu’il pensait de Jonas : « Il a beaucoup d’expérience, mais pour moi, sa principale qualité, c’est sa lecture des notes, sa voix. C’est comme s’il chantait et j’enregistre parfaitement bien tout ce qu’il me dit. »

la grande roue ........