jeudi 31 octobre 2013
Worlds fastest SUV? The Bowler EXR-S.
Porsche takes a trip down memory lane and visits the rare 914-6 GT
Built between 1970 and 1972
Porsche has released a video showcasing the 914-6 GT which was owned and raced by Ernst Seiler (aka "The Hunter").
The 914 is far from being one of Porsche's most prized possessions but in racing trim it does live up to the name. Seen here is the 914-6 GT representing a race-spec variant of the firm's base model which was produced in a limited series between 1970 and 1972.
The vehicle in question has "Nürburgring" rear wheel arches and is powered by a flat-six 2.0-liter engine installed behind the seats while according to the owner the unrestricted exhaust generates 128 decibels.
NERO MKII
NERO MKII
AVAILABILITY
Limited Edition: 5 of 9 still available
Price: Available on request
Price: Available on request
MAKE & MODEL
Chang Jiang 750
FEATURES & UPGRADES
CUSTOM GAS TANK
CUSTOM REAR COWL
UPGRADED DISC BRAKE
CURVED DUAL EXHAUSTS
CUSTOM HANDLEBARS
EXPOSED SUSPENSION
CUSTOM FORK
CUSTOM FOOT PEGS
HD HEADLIGHT
LED BRAKE LIGHT
BANDIT9 BLACK PAINT
CUSTOM REAR COWL
UPGRADED DISC BRAKE
CURVED DUAL EXHAUSTS
CUSTOM HANDLEBARS
EXPOSED SUSPENSION
CUSTOM FORK
CUSTOM FOOT PEGS
HD HEADLIGHT
LED BRAKE LIGHT
BANDIT9 BLACK PAINT
Jesper’s CB400N
Jesper Johansen lives in Copenhagen, Denmark, and is part of community of riders called Keller Renner, because they’re based in an underground car park (we think Keller means Cellar). Jesper is into vintage VWs and Porches, but like many vintage fans of four-wheels, the translation into the cafe/brat custom scene comes easily, although it’s only recently that he’s discovered the thrill of riding bikes; now he is hooked. “So, now I am an addict…”
Jesper’s choice of the CB400 was based more around low-cost economics than what he thought was cool, but he’s made the bike his own using the internet as a source for his ideas; “sites like The Bike shed were the biggest inspiration…” Having looked around and decided what he liked most, Jesper quickly resolved to turn his humble Honda into a Brat Tracker.
“The CB400N was running fine so there was no need to restore the engine. First I cleaned it up, got rid of the tank, the plastics, and cut the frame, then bent and welded a U kick-up. I found a tank from a CM400T which got a chrome layer. I did the polish myself so it got that patina look.”
The silencers were made from a bedpost and some old VW bug tail pipes (naturally) and the rest was made from “…bits and pieces lying around in the workshop, like the headlight mesh, taillight came from a Massy Ferguson tractor! The seat was a first try on an old Toyota sewing machine…” The tyres are fat knobbly Trials items, running 4×18 rear and 4×19 front.
It’s a simple, clean bike made in the true spirit of the shed-build, recycling inappropriate parts, using bits that were found lying around, and learning new skills along the way. Bikes like this say everything about the owner and the way they come together makes them cooler than anything money can buy.
Thanks to Jesper for sharing the fruits of his hard labour and we look forward to seeing anything he builds in the future. We have a feeling there may be more… “So, now I am an addict…”
via The Bike Shed
Aston Martin V12 Vantage S: Hot as hell in heavenly Palm Springs
Here's a scoop: Classic Driver has been to heaven – and come back. And, perhaps surprisingly, it was as hot as hell because it proved to be in California's Coachella Valley desert where this October's temperatures have regularly nudged 90 degrees...
Well, maybe it wasn't your actual heaven, but it certainly felt like it from behind the wheel of Aston Martin's latest work of art, the V12 Vantage S.
"This might just be the finest production car Aston has ever built..."
This deliciously taut and pugnacious-looking 565 horsepower animal would bring out the devil in even the most saintly driver if faced with those endless miles of come-hither asphalt around Palm Springs, where Aston chose to launch its latest hard-core sportster.
It's fitting that the V12S has arrived in the marque's centenary year, too – because this might just be the finest production car Aston has ever built.
Taste the tang
Just looking at the one we drove had us drooling. Its special 'Yellow Tang' metallic paint gave even the California sun a run for its money in the brightness stakes, being tempered only by its black grille, dark 'lipstick' surround and satin-black lightweight wheels.
My experience of driving it was further enhanced by the fact that my co-pilot was none other than Tom Hunt, a chap so charming and self-effacing that when I idiotically asked what his connection was with the car world, he modestly answered: "My father was quite well known as a racing driver." Ah yes. I think he was called James.
For the first few miles, having Hunt jnr. sitting beside me in the passenger seat (more often than not looking uncannily like his dad) made me a trifle nervous, leading me to blame our sedate progress on concerns over the signs littering the desert saying 'Speed enforced by aircraft'. At one point, I think the semi-slick Pirelli P-Zeros were genuinely sticking to the Tarmac, so slowly were we moving.
Temptation wins
They certainly proved to have some grip when temptation finally won the day and we switched from the rather lurching automatic mode of the Oerlikon Graziano seven-speed automated manual gearbox to 'sport' in order to use this genuinely brilliant car as it was intended.
Yes, maybe we did edge very slightly over the 55mph limit on certain occasions, but the consequences would probably have been worth the unbounded joy of experiencing a car in which the chassis, suspension, steering and engine really do seem to work in perfect harmony. And, speaking of harmony, need we mention the sound? Glorious, of course.
The spec sheet says the £138,000 V12S will touch 205mph and sprint from standstill to 62mph in 3.9 seconds. We don't doubt it. But, believe it or not, it makes a beautifully sedate and comfortable highway cruiser, too.
Highway to Heaven
Chuck in great roads, great weather and a travelling companion who just happens to be the son of one of the most charismatic F1 drivers of all time and, if we're not mistaken, that really does add up to heaven, doesn't it?
Of the automotive kind, at least.
Photos: Aston Martin
The Pursuit of Happiness: A Datsun Roadster With a Turbo Twist
As I’m sure anyone who’s ever found themselves in a similar situation will attest, unexpected surprises are something that come with the territory of old school restoration projects. Surprises then – they really shouldn’t be, but no matter how prepared you are for the inevitable, that call from the body shop telling you that you better come in, or that tiny piece of surface rust that just turned into a fist-sized abyss after a couple of light taps with a screwdriver, always seems to come as a shock.
At one end of the spectrum there’s minimal heartbreak and financial cost. At the other, you might be required to cut your losses altogether. But even if that happens, it’s not all bad news, and often dire situations open the door to much better things. Just ask Willy Izaguirre – the proud owner of a very sweet 1968 Datsun 2000 Roadster.
Like many others that have travelled the nostalgic car rebuild road before him, the car that Larry shot at Formula D’s Wall Speedway stop in New Jersey is not the same car that he started this project with.
The first –a 1969 example and therefore one of the last Roadsters produced before the model was superseded by the Z car – had its rust-weakened frame twisted out of shape by the SR20DET that had found its way into the engine bay, prompting a chassis swap. That never happened though, because once the Roadster’s body was pried apart from its underpinnings, it too revealed its true colours. It was bad – so bad in fact that Willy had no choice but to salvage the bits he could, scrap the rest, and go on the hunt for an entirely new car.
After finding a suitable candidate in this ’68 SR311, I’d like to say that’s where the troubles ended for Willy. It reality, there’s been two rounds of panel and paint to get the replacement into the condition it is today. But I think you might agree though: his perseverance has well and truly paid off.
Right from the moment Willy embarked on the original build, he had a clear intention of what he wanted to achieve. On the back of a number of quick turbo Nissans, an SR20DET was always going to power the car, as would a host of supporting modifications around the driveline, suspension and brakes, to give the old Datsun a modern twist.
Marrying new school thinking with old school tradition doesn’t sit well with everyone, but when a nice balance is struck, the result can be rather spectacular. Take the custom carbon fibre bolt-on fender extensions at each corner for instance. I love the contrast between the deep gloss, and the matte finish of the Mercedes-AMG Designo Magno Alanite Grey that’s been liberally applied all over the exterior.
Although the car is mostly driven topless, the custom carbon hardtop is a pretty cool addition too.
The one thing Willy hasn’t done is rid the Roadster of all the things that help shape its identity. While some brightwork around the body has been deleted, or re-coated flat black, the shiny bits at the rear remain intact. That might sound like a bit of a mishmash of ideas, but collectively it works.
The other thing you need to know is, despite its inch-perfect panels and flawless paint, Willy built the car to be used – not parked up in the garage every other day of the year or even worse, trailered around.
That becomes quite apparent the moment you avert your eyes into the engine room; despite the JDM chassis plate telling you a twin carburettor-fed U20 engine still lives there.
While it’s still retaining the baby blue paint hue from the first paint job – the same colour as Willy’s original car – the Datsun’s compact engine bay is home to a S15-spec Nissan SR20DET.
Although the 2.0-litre four-cylinder turbo engine features a factory-spec block fit-out, it’s been the receiving end of numerous aftermarket performance parts, including Tomei and Crower valve train components and a pair of Toda 264-degree camshafts. You have to love the wood-grained valve cover too: a cool and somewhat fitting effect that was achieved through hydrographic coating.
On the power-making side of the equation you’ll find a suitably-sized Garrett GT2871R turbocharger perched upon a custom high-mount exhaust manifold and fitted with an HKS wastegate actuator. The set-up benefits from a front-mounted Spearco intercooler plumbed in place by custom aluminium pipes and a Nitrous Express N-tercooler CO2-spraying system with a bottle that’s been wood-grained too.
With supporting fuel and ignition modifications, tuning through its A’PEXi Power FC engine management has realised more than 350hp at the Datsun’s back wheels, which is a plentiful amount considering the car’s light kerb weight.
It comes as no surprise that the driveline has been built tough too. An S14 Silvia five-speed gearbox is used, with an ACT Xtreme clutch and custom driveshaft running out to a Mazda RX-7 GSL-SE (Series 2) LSD-equipped rear end that utilises 4.11 gears and heavy duty axles.
With 225/50R15 Falken tyres wrapped around 15×10.5-inch SSR XR4 Longchamp wheels, there’s some decent rubber out the back, which is good, because it needs all the help it can get. The matte black finish dealt to the classic XR4s is a winner, don’t you think?
It might look innocent enough, but that’s definitely not the case. Couple the powertrain with a Datsun Competition-spec suspension set-up and four-wheel disc brakes featuring Z32 300ZX gear on the front end, and I only imagine how many bags of fun the little Roadster must be to drive.
The interior re-fit certainly serves to enhance that experience. Being of face-lifted ’68 vintage, the Datsun was originally fitted with a padded dashboard and safety switches. Willy’s taken it back to the old school by retrofitting a much simpler ’67 dash complete with toggles. More of that faux wood-graining completes the picture.
I like what he’s done with the Roadster’s original low-back bucket seats – a fresh lease on life with a Bride gradation fabric re-trim and strapped with Takata harnesses.
That’s a theme carried over to the door panels too.
A much better idea than trying to get the original dials to integrate with the new engine set-up, the full collection of modern, yet retro-flavored gauges – including a GPS-metered speedo – are a cool touch.
There are plenty of little details in the cabin too; like the Corona bottle shifter, and custom wood-grained console that’s been modified to take an iPhone, which when clipped into position doubles as the audio system’s head unit.
Reinventing a classic is tough work at the the best of times, so considering the start he got off to with this project, Willy must be commended for seeing it all the way through to completion.
Walking away would have absolutely been the easier option, but in that case we wouldn’t be here right now and Willy wouldn’t have one of the coolest Datsun Roadsters around to enjoy for many years to come. And that’s exactly what he’s planning to do with OLD JDM.
BELL AURENS LONGNOSE
It isn’t often that I discover a Land Rover variant I’ve never seen before, so when I stumbled across a picture of this, the Bell Aurens Longnose I thought I was looking at a long forgotten Land Rover concept car, or perhaps an old Defender modified by a wealthy oil sheik.
In reality, the story of this somewhat usual 4×4 is even more interesting. And it begins in Germany.
Two German Land Rover enthusiasts, Thomas Bell and Holger Kalvelage, decided that they wanted to create a sort of Off-Roadster, a classic British 4×4 with the long hood, rearward cockpit and yacht style rear-end you might have found on an old Jaguar.
Originally designed to accommodate a 1,500hp 27 litre Rolls Royce Merlin V12 out of a WWII era Spitfire, the Bell Aurens Longnose was set to be revolutionary. Sadly the German road licensing authority had serious reservations about safety and left the designers with the option of using a more traditional 235 HP Rover V8.
When discussing the concept of the custom Land Rover, Bell and Kalvelage said;
“Lawrence of Arabia would have stormed in the Bell Aurens Longnose towards Akaba, and General Montgomery would have roared across the sand dunes of North Africa in pursuit of Rommel”.
I can’t help but think that that is exactly the kind of blurb every car should have.
The model pictured here was their first and only prototype, it was built in 2008 and sadly the downturn of the global economy made selling boutique motor cars like this a damn near impossible feat. Bell and Kalvelage shelved the idea for the time being but have been quoted as saying that they’ll relaunch the concept if the demand is ever sufficient.
I’m a long time Land Rover fan, hell I was very nearly born in one, so this custom Defender has been a revelation to me. Although I can’t quite afford the $155,000 asking price there’s nothing stopping me from building one on my own. One day.
via SILODROME
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